Public Statement

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    Airbus Press Release: Sichuan Airlines signs first Airbus Flight Hour Services in China

    21 December 2009

    Airbus to provide extended services to airlines in China

    Sichuan Airlines, the first Chinese operator to fly Airbus A320 Family aircraft, has signed a contract with Airbus for customized Flight Hour Services (FHS) for its future fleet of three brand new leased A330s, which are scheduled to be in service from early next year.

    In order to operate the newly built A330 fleet in a more efficient and cost-effective way, Sichuan Airlines has decided to use the Airbus FHS and will become the first customer for Airbus FHS in China.

    The FHS is part of Airbus’ comprehensive portfolio of support, services and solutions that help Airbus customers meet and exceed their business objectives. Airbus will deliver to Sichuan Airlines a tailor-made solution with strong support from Airbus worldwide customer services system. Under the agreement, Airbus guarantees availability of key Line Replaceable Units (LRUs) as well as related logistics and maintenance services for Sichuan Airlines for an initial 13.5-year period.

    Airbus FHS helps minimize aircraft on-the-ground time by providing airlines with even faster and simpler access to spare parts and services at predictable rates, based on stock and flight hour parameters. Airbus already has FHS services in operation with other customers in the Asian region.

    “The introduction of Airbus A330s and the Airbus FHS for the new A330 fleet is a natural choice for Sichuan Airlines as we have been in successful partnership with Airbus for 14 years. Thanks to the tailor-made Airbus Flight Hour Services, we will optimise our investment and deliver better services to our customers,” said Mr. Lan Xinguo, Chairman of Sichuan Airlines.

    “Facing evolving market and customer requirements, Airbus continues to develop innovative and customized services, enabling Airbus customers such as our long lasting customer Sichuan Airlines to focus on their core business,” said Laurence Barron, President of Airbus China.

    “There are now more than 530 Airbus aircraft in operation with Chinese airlines and the Airbus fleet in China are expanding fast. More than ever, our Chinese customers are expecting from us innovative and flexible solutions to enable safe, efficient and profitable operations and this agreement strengthens further our partnership with our long time customer Sichuan Airlines,” said Charles Champion, Executive Vice President Customer Services of Airbus.

    Sichuan Airlines was also the operator of the very first Airbus A320 assembled by Family Final Assembly Line China (FALC) in Tianjin.

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    Comair Crash: Kentucky 2006-Findings

    Lexington: U.S. District Judge Karl Forester ruled that two pilots who took off on the wrong runway were negligent in the August 2006 Comair crash.

    A jury is deciding if punitive damages will apply.

    On August 27, 2006, about 0606:35 eastern daylight time, Comair flight 5191, a Bombardier CL-600-2B19, N431CA, crashed during takeoff from Blue Grass Airport, Lexington, Kentucky. The flight crew was instructed to take off from runway 22 but instead lined up the airplane on runway 26 and began the takeoff roll. The airplane ran off the end of the runway and impacted the airport perimeter fence, trees, and terrain. The captain, flight attendant, and 47 passengers were killed, and the first officer received serious injuries. The airplane was destroyed by impact forces and postcrash fire. The flight was operating under the provisions of 14 Code of Federal Regulations Part 121 and was en route to Hartsfield-Jackson Atlanta International Airport, Atlanta, Georgia. Night visual meteorological conditions prevailed.

    FINDINGS

    1) The captain and the first officer were properly certificated and qualified under Federal regulations. There was no evidence of any medical or behavioral conditions that might have adversely affected their performance during the accident flight. Before reporting for the accident flight, the flight crewmembers had rest periods that were longer than those required by Federal regulations and company policy.

    2) The accident airplane was properly certified, equipped, and maintained in accordance with Federal regulations. The recovered components showed no evidence of any structural, engine, or system failures.

    3) Weather was not a factor in this accident. No restrictions to visibility occurred during the airplane’s taxi to the runway and the attempted takeoff. The taxi and the attempted takeoff occurred about 1 hour before sunrise during night visual meteorological conditions and with no illumination from the moon.

    4) The captain and the first officer believed that the airplane was on runway 22 when they taxied onto runway 26 and initiated the takeoff roll.

    5) The flight crew recognized that something was wrong with the takeoff beyond the point from which the airplane could be stopped on the remaining available runway.

    6) Because the accident airplane had taxied onto and taken off from runway 26 without a clearance to do so, this accident was a runway incursion.

    7) Adequate cues existed on the airport surface and available resources were present in the cockpit to allow the flight crew to successfully navigate from the air carrier ramp to the runway 22 threshold.

    8) The flight crewmembers’ nonpertinent conversation during the taxi, which was not in compliance with Federal regulations and company policy, likely contributed to their loss of positional awareness.

    9) The flight crewmembers failed to recognize that they were initiating a takeoff on the wrong runway because they did not cross-check and confirm the airplane’s position on the runway before takeoff and they were likely influenced by confirmation bias.

    10) Even though the flight crewmembers made some errors during their preflight activities and the taxi to the runway, there was insufficient evidence to determine whether fatigue affected their performance.

    11) The flight crew’s noncompliance with standard operating procedures, including the captain’s abbreviated taxi briefing and both pilots’ nonpertinent conversation, most likely created an atmosphere in the cockpit that enabled the crew’s errors.

    12) The controller did not notice that the flight crew had stopped the airplane short of the wrong runway because he did not anticipate any problems with the airplane’s taxi to the correct runway and thus was paying more attention to his radar responsibilities than his tower responsibilities.

    13) The controller did not detect the flight crew’s attempt to take off on the wrong runway because, instead of monitoring the airplane’s departure, he performed a lower-priority administrative task that could have waited until he transferred responsibility for the airplane to the next air traffic control facility.

    14) The controller was most likely fatigued at the time of the accident, but the extent that fatigue affected his decision not to monitor the airplane’s departure could not be determined in part because his routine practices did not consistently include the monitoring of takeoffs.

    15) The Federal Aviation Administration’s operational policies and procedures at the time of the accident were deficient because they did not promote optimal controller monitoring of aircraft surface operations.

    16) The first officer’s survival was directly attributable to the prompt arrival of the first responders; their ability to extricate him from the cockpit wreckage; and his rapid transport to the hospital, where he received immediate treatment.

    17) The emergency response for this accident was timely and well coordinated.

    18) A standard procedure requiring 14 Code of Federal Regulations Part 91K, 121, and 135 pilots to confirm and cross-check that their airplane is positioned at the correct runway before crossing the hold short line and initiating a takeoff would help to improve the pilots’ positional awareness during surface operations.

    19) The implementation of cockpit moving map displays or cockpit runway alerting systems on air carrier aircraft would enhance flight safety by providing pilots with improved positional awareness during surface navigation.

    20) Enhanced taxiway centerline markings and surface painted holding position signs provide pilots with additional awareness about the runway and taxiway environment.

    21) This accident demonstrates that 14 Code of Federal Regulations 91.129(i) might result in mistakes that have catastrophic consequences because the regulation allows an airplane to cross a runway during taxi without a pilot request for a specific clearance to do so.

    22) If controllers were required to delay a takeoff clearance until confirming that an airplane has crossed all intersecting runways to a departure runway, the increased monitoring of the flight crew’s surface navigation would reduce the likelihood of wrong runway takeoff events.

    23) If controllers were to focus on monitoring tasks instead of administrative tasks when aircraft are in the controller’s area of operations, the additional monitoring would increase the probability of detecting flight crew errors.

    24) Even though the air traffic manager’s decision to staff midnight shifts at Blue Grass Airport with one controller was contrary to Federal Aviation Administration verbal guidance indicating that two controllers were needed, it cannot be determined if this decision contributed to the circumstances of this accident.

    25) Because of an ongoing construction project at Blue Grass Airport, the taxiway identifiers represented in the airport chart available to the flight crew were inaccurate, and the information contained in a local notice to airmen about the closure of taxiway A was not made available to the crew via automatic terminal information service broadcast or the flight release paperwork.

    26) The controller’s failure to ensure that the flight crew was aware of the altered taxiway A configuration was likely not a factor in the crew’s inability to navigate to the correct runway.

    27) Because the information in the local notice to airmen (NOTAM) about the altered taxiway A configuration was not needed for the pilots’ wayfinding task, the absence of the local NOTAM from the flight release paperwork was not a factor in this accident.

    28) The presence of the extended taxiway centerline to taxiway A north of runway 8/26 was not a factor in this accident.

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    FAA: Operating Status for Washington DC

    FAA headquarters, along with other Federal offices in the DC Metro-area, will be closed on Monday, December 21, 2009 due to the record-breaking storm that affected the region over the weekend.

    Designated emergency personnel should report to work as scheduled. Employees scheduled to telework may be required to work that day, depending on their telework agreements and arrangements made with their supervisors.

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    PR: All-new Boeing Airplane Touches Down Safely After 3-Hour Mission

    In George’s opinion, Boeing is smart to add the heavy metal to the composite.


    SEATTLE, Dec. 15 /PRNewswire-FirstCall/ — The Boeing (NYSE: BA) 787 Dreamliner took to the sky for the first time today, ushering a new era in air travel as it departed before an estimated crowd of more than 12,000 employees and guests from Paine Field in Everett, Wash. The flight marks the beginning of a flight test program that will see six airplanes flying nearly around the clock and around the globe, with the airplane’s first delivery scheduled for fourth quarter 2010.

    The newest member of the Boeing family of commercial jetliners took off from Paine Field in Everett, Wash. at 10:27 a.m. local time. After approximately three hours, it landed at 1:33 p.m. at Seattle’s Boeing Field.

    787 Chief Pilot Mike Carriker and Capt. Randy Neville tested some of the airplane’s systems and structures, as on-board equipment recorded and transmitted real-time data to a flight-test team at Boeing Field.

    After takeoff from Everett, the airplane followed a route over the east end of the Strait of Juan de Fuca. Capts. Carriker and Neville took the airplane to an altitude of 15,000 feet (4,572 meters) and an air speed of 180 knots, or about 207 miles (333 kilometers) per hour, customary on a first flight.

    “Today is truly a proud and historic day for the global team who has worked tirelessly to design and build the 787 Dreamliner – the first all-new jet airplane of the 21st century,” said Scott Fancher, vice president and general manager of the 787 program. “We look forward to the upcoming flight test program and soon bringing groundbreaking levels of efficiency, technology and passenger comfort to airlines and the flying public.”

    Powered by two Rolls-Royce Trent 1000 engines, the first Boeing 787 will be joined in the flight test program in the coming weeks and months by five other 787s, including two that will be powered by General Electric GEnx engines.
    The 787 Dreamliner will offer passengers a better flying experience and provide airline operators greater efficiency to better serve the point-to-point routes and additional frequencies passengers prefer. The technologically-advanced 787 will use 20 percent less fuel than today’s airplanes of comparable size, provide airlines with up to 45 percent more cargo revenue capacity and present passengers with innovations that include a new interior environment with cleaner air, larger windows, more stowage space, improved lighting and other passenger-preferred conveniences.

    Fifty-five customers around the world have ordered 840 787s, making the 787 Dreamliner the fastest-selling new commercial jetliner in history.

    ###
    Contact:
    Yvonne Leach
    787 Communications
    +1 206-854-5027
    yvonne.l.leach@boeing.com
    Marc Birtel
    787 Communications
    +1 206-390-4115
    marc.r.birtel@boeing.com
    More Information: http://www.boeing.com/commercial/787family/index.html
    SOURCE: Boeing
    Web site: http://www.boeing.com/

  • Press Release: Premier Turbines Named Designated Repair Center in Americas for M601 and H80 Engines

    December 8, 2009 — RENO, NEVADA — GE Aviation has selected Premier Turbines as its Designated Repair Center in North and South Americas for M601 and H80 turboprop engines.

    As part of this exclusive agreement, Premier Turbines will offer heavy repair services, exchange engines and rentals, line replacement unit rotable pools and field service support to all existing and future M601 and H80 engines in the Americas region. GE Aviation will provide the necessary OEM parts to meet Premier Turbines’ needs. Premier Turbines will be ready to accept M601 engines for repair in the first quarter of 2010.

    “GE chose Premier Turbines based on its strong commitment to customer support and quality as well as its extensive experience providing repair services for turbine engines,” said Brad Mottier, vice president and general manager of Business & General Aviation at GE Aviation. “This designation will further expand GE’s service and support offerings for M601 operators and future H80 engine operators.”

    Located in Neosho, Missouri, Premier Turbines is a leading provider of repair and overhaul services for commercial, government and military turbine engines, components and accessories with more than 40 years experience. Premier Turbines is dedicated to providing precision service, on-time performance and the expertise that comes from decades of experience on thousands of turbine engines. The company was acquired by BBA Aviation in 2003.

    Last year, GE Aviation began offering M601 operators around-the-clock customer support through its Business Jet Operations Center. The Business Jet Operations Center is staffed with customer product technicians who can provide a rapid response to needs, such as parts availability, trouble-shooting and field issues. M601 engines are overhauled at GE Aviation Czech’s facility in Prague.

    GE Aviation, an operating unit of General Electric Company (NYSE: GE), is a world-leading provider of commercial and military jet engines and components as well as avionics, electric power, and mechanical systems for aircraft. GE Aviation also has a global service network to support these offerings. For more information, visit us at www.ge.com/aviation.

    GE AVIATION EXPANDING OPERATIONS IN BATESVILLE

    Governor Haley Barbour announced today that GE Aviation is expanding its operation in Batesville. The company’s Batesville plant produces composite components for the GEnx jet engine, which will power Boeing’s new 787 and 747-8 aircraft. The GEnx engine is the world’s only jet engine with composite fan blades, composite fan platforms and a composite fan case.

    With the expansion, GE Aviation will add an additional 350 jobs over the next few years. The facility currently employs more than 100 employees.

    “I am delighted that GE Aviation is expanding its operations in Mississippi and is adding 350 jobs at its Batesville facility,” Governor Barbour said. “This premier aviation company has become a valued corporate citizen in Mississippi, and I commend it for its continued commitment to the state and for creating additional high-wage, high-skill jobs for Mississippians.”

    The opportunity to expand these operations stems from the growth of advanced composites in jet engines, which can provide greater durability and weight savings over more traditional metal materials. GE Aviation is pursuing advanced technologies, materials and processes that will result in more efficient jet engines.

    “Our Batesville operation is involved in some of the most advanced manufacturing processes in the aviation industry,” said Jeanne Edwards, GE’s plant leader in Batesville. “Also, GE is very fortunate to have a strong order book for its new GEnx engine. Many of the technology advantages inherent in the GEnx engine are linked directly to the components produced in Batesville.”

    The expansion will represent a company investment of approximately $85 million. The Mississippi Development Authority provided $8.6 million in Momentum Mississippi incentives to assist with this project. In addition, Panola County provided $4 million to assist with the expansion.

    GE Aviation partnered with Mississippi State University’s Raspet Flight Research Laboratory to demonstrate the capabilities necessary for producing composite fan platforms in 2006. In 2007, the company announced it would locate a new manufacturing facility in the state. After its Batesville facility was completed in 2008, the company began production of these components there.

    In June of this year, GE Aviation announced a new research partnership with the University of Southern Mississippi in which researchers from both the company and the university are working together on technologies related to composite panels, which will also be produced in Batesville.

    “Mississippi is rapidly becoming known as a center for composite materials and technologies,” said Gray Swoope, executive director of the Mississippi Development Authority. “I am proud that GE Aviation is utilizing our available resources and developing these materials and processes here in Mississippi, and I am pleased the company is working with Mississippi universities to further refine these technologies. GE Aviation’s decision to further invest in its Mississippi operations demonstrates its continued confidence in the state and in our workforce.”

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    Press Release-A400M, world’s most advanced airlifter, completes first flight

    11 December 2009The first Airbus Military A400M military airlifter has landed back in Seville, Spain today at 14:02 local time (13:02 UTC) after completing a successful maiden flight lasting 3h 47min following its take-off at 10:15 local time.

    Chief Test Pilot Military, Edward “Ed” Strongman, captained the flight supported by Experimental Test Pilot Ignacio “Nacho” Lombo. The engineering team on board included: Senior Flight Test Engineer Jean-Philippe Cottet who had responsibility for the powerplants; Senior Flight Test Engineer Eric Isorce with responsibility for the aircraft systems and performance; Senior Flight Test Engineer Didier Ronceray with responsibility for the handling qualities of the aircraft; and Test Flight Engineer Gerard Leskerpit.

    The crew confirmed that the aircraft, known as MSN 1 and its four Europrop International TP400D turboprop engines performed as expected.

    Ed Strongman said: “We have had a very successful first flight – the take-off performance was impressive, we explored a lot of the operational flight envelope, and it was a delight to operate in such a well-designed cockpit with its easy interface to all the normal and military systems. I’m sure our customer pilots are really going to like it – we certainly did.”

    Nacho Lombo added: “From the very beginning of the flight we were impressed by the ease of handling of the aircraft which was in line with what we experienced in the simulator. The aircraft, systems and engine performance were highly satisfactory. We sense the great potential of this magnificent machine. It has been an honour for all the crew to fly the A400M on its maiden flight, representing all the people involved in the programme.”

    Chief Executive Officer Airbus Military, Domingo Urena-Raso, said: “I would like to congratulate Ed Strongman, Nacho Lombo and all of the flight-test team for completing the first flight of the A400M with great success. I am also deeply grateful to everyone in the design, manufacturing and early operations of this programme for their enormously hard work and dedication that have made this aircraft a reality. And I want to thank all those people in our industrial partners and suppliers, as well as our customers, who have contributed so much to the definition and creation of an outstanding product.”

    Airbus CEO Tom Enders said: “I hope we can soon provide certainty that we are able to continue the A400M programme. This is expected by those at Airbus, our partners and suppliers worldwide who contributed so strongly to today’s success as well as by the air forces who wait for their plane.”

    For its first flight the aircraft took off at a weight of 127 tonnes, carrying 15 tonnes of test equipment including two tonnes of water ballast, compared with its maximum take-off weight of 141 tonnes. As planned, the six-man crew extensively explored the aircraft’s flight envelope in direct law, including a wide speed-range, and tested lowering and raising of the landing gear and high-lift devices at altitude. After checking the aircraft’s performance in the landing configuration the crew landed back at Seville.

    In the first half of 2010 MSN 1 will be joined by two sister aircraft, MSN 2 and MSN 3, followed by MSN 4 by the end of the year. A fifth aircraft will join the programme during 2011. This fleet will be used for some 3,700 hours of test-flying between now and first delivery to the French Air Force at the end of 2012. This will be followed by additional military development flying. The type will be certificated by both the civil and military authorities.

    A total of 184 aircraft have so far been ordered by Belgium, France, Germany, Luxembourg, Malaysia, Spain, Turkey and the United Kingdom,

    Airbus Military

    Airbus Military is the only military and civil transport aircraft manufacturer to develop, produce, sell and support a comprehensive family of airlifters ranging from three to 37 tonnes of payload. Within Airbus, Airbus Military is responsible for the A400M programme, as well as for military tanker transport derivatives based on Airbus civil aircraft, with the integration of the state-of-the-art flight-refuelling boom (ARBS) which is unique in its class. With the C-295, CN-235 and C-212, Airbus Military is the global leader in the market segments for light and medium-sized military transport aircraft. Altogether Airbus Military has sold more than 1,000 aircraft with over 650 flying with more than 100 operators worldwide.

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    Boeing Press Release: Boeing Completes 787 Dreamliner High-Speed Taxi Test

    EVERETT, Wash., Dec. 12 — Boeing (NYSE: BA) completed high-speed taxi tests on the first 787 Dreamliner today. This is the last in a series of functional tests planned in preparation for first flight.

    “Our pilots told me the airplane performed beautifully,” said Mike Delaney, vice president and chief project engineer for the 787. “We’re going through and analyzing the data to ensure we’re ready for first flight. From evaluations we’ve done so far, everything looks good.”

    During the testing, the airplane reached a top speed of approximately 130 knots (150 mph, 240 kph), and the pilots lifted the nose gear from the pavement. Video highlights of the taxi testing will be available by the end of the day Monday at www.boeing.com and www.newairplane.com.

    Taxi test is the last testing planned before first flight.

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    Press Release: Alternative Aviation Fuels — Not Just an FAA Priority

    December 9 – The Federal Aviation Administration (FAA) welcomes the announcement by Secretary of Energy Steven Chu and Secretary of Agriculture Tom Vilsack of more than $600 million in awards to advanced biofuel projects. At least four grant recipients are working on technologies to produce fuels including renewable jet fuels. A number of the awardees also have a long standing relationship with the FAA co-sponsored Commercial Aviation Alternative Fuels Initiative (CAAFI) which coordinates public and private sector efforts to develop sustainable alternative jet fuels to help the aviation sector address energy and climate change challenges. .

    “Renewable jet fuels are critical to building the cleaner, more sustainable Next Generation commercial aviation system in the United States,” said Nancy LoBue, FAA Acting Assistant Administrator for Aviation Policy, Planning and Environment. “This Administration is committed to establishing domestic renewable jet fuel production, address energy security, improve the environment and also create jobs in rural America.”

    CAAFI seeks to enhance energy resources and environmental sustainability for aviation through alternative jet fuels. The initiative is a coalition of the U.S. commercial aviation community that acts as a focal point for engaging the emerging alternative fuels industry. It enables its diverse stakeholders to build relationships, share and collect needed data, identify resources, and direct research, development and deployment of alternative fuels.

    CAAFI’s sponsors include the FAA office of Environment and Energy and three trade associations: Airports Council International of North America (ACI-NA) representing commercial airports, the Aerospace Industries Association (AIA) representing U.S. manufacturers, and the Air Transport Association representing U.S. airlines. CAAFI stakeholders are drawn from all elements of the international commercial aviation industry, fuel suppliers, universities, and multiple U.S. government agencies.

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    Press Release: Boeing’s Houston Site Achieves Additional Environmental Certification

    HOUSTON, Dec. 7, 2009 — The Boeing Company [NYSE: BA] today announced that its Houston site recently received Leadership in Energy and Environmental Design (LEED) Gold certification, the latest official recognition of the site’s efforts to improve its environmental performance. The U.S. Green Building Council’s LEED certification system is the foremost program for the design, construction and operation of green buildings. The certification process reviews energy, lighting, water and material use, and a variety of other sustainable strategies.

    The LEED Gold certification was awarded to the Houston facility’s Bay Area Boulevard building in September in the category of “existing buildings.” The site also earned International Organization for Standardization (ISO) 14001 certification in September and an ENERGY STAR rating for the Bay Area Boulevard building in December 2008. The Bay Area Boulevard building is a 399,000-square-foot facility surrounded by wildlife at the border of metropolitan Houston and the wetlands of the Texas Gulf Coast. Houston is the first Boeing site to carry all three environmental certifications and one of only seven Houston-area companies to have a LEED Gold-certified existing building.

    “These certifications lay the foundation for continually improving our site’s environmental performance for reducing pollution and waste, increasing recycling rates and improving energy efficiency,” said Brewster Shaw, vice president and general manager for Boeing Space Exploration. “Most importantly, they ensure our communities and our customers know that we’re doing our part to protect the environment.”

    By retrofitting the Houston site’s heating and cooling system and installing more efficient lighting and automated controls, Boeing has reduced energy consumption by more than 2 million kilowatt hours annually, or enough electricity to power about 170 average homes. The new heating and cooling system has saved the site $250,000 per year in energy costs since it was installed in 2007. The energy-efficient lighting system controls the building’s lighting automatically, based on peak employee occupancy hours. During off-peak hours, employees can call an automated number to have the lights turned on in their designated work area.

    The 21-acre site has more than 2,500 employees and serves as the headquarters for Boeing’s Space Exploration division, which includes the Constellation, International Space Station and Space Shuttle programs.

    The ISO 14001 environmental management system is a global standard — a common approach — to continually improve an organization’s environmental goals for reducing pollution and waste, increasing recycling rates and improving energy efficiency.
    ENERGY STAR — jointly sponsored by the U.S. Environmental Protection Agency and the U.S. Department of Energy — is dedicated to helping businesses and homeowners save money and protect the environment through energy-efficient products and practices. ENERGY STAR offers a proven energy-management strategy for companies by helping them measure current energy performance, set goals, track savings and reward improvements.

    A unit of The Boeing Company, Boeing Integrated Defense Systems is one of the world’s largest space and defense 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 Integrated Defense Systems is a $32 billion business with 70,000 employees worldwide.

    # # #
    Contact:
    Adam Morgan
    Boeing Space Exploration
    281-386-4396
    adam.k.morgan@boeing.com
    Ed Memi
    Boeing Space Exploration
    713-204-5464
    edmund.g.memi@boeing.com

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    FAA Solicits Bids for NextGen Contracts Worth $7 Billion

    The FAA is soliciting bids from companies interested in competing for NextGen support contracts with an approximate combined value of $7 billion, the largest award in the agency’s history. Under the umbrella awards, called System Engineering 2020 (SE2020), the FAA will award as many as five separate contracts for research and development and systems engineering work that will help the agency deliver NextGen.

    The SE2020 contracts will be awarded to teams of companies, up to three of which will perform research and development work and two of which will perform systems engineering work. This work will complement and enhance major NextGen initiatives already under way, such as Automatic Dependent Surveillance – Broadcast, System Wide Information Management and Data Communications. Contract teams will focus on a series of operational capabilities, including Trajectory Based Operations, Collaborative Air Traffic Management and Reduced Weather Impact. The goal is to achieve early NextGen successes to improve safety and bring greater efficiencies to the nation’s airspace system.

    The team concept is designed to create competitive synergy within each group, driving innovation so that each team comes up with the best possible product. The FAA also structured the contracts, using market survey data, to encourage bids from teams that will include small companies as prime contractors as well as subcontractors. The agency is looking for the best and the brightest, regardless of size.

    Five-year contracts will be awarded next summer, with subsequent three- and two-year options

  • NTSB LAUNCHES TEAM TO INVESTIGATE MARINE ACCIDENT IN SOUTH CAROLINA

    NTSB Advisory
    National Transportation Safety Board
    Washington, DC 20594
    December 7, 2009

    The National Transportation Safety Board has launched a go-team to investigate Saturday’s marine accident in Charleston Harbor, Charleston, South Carolina. NTSB senior marine investigator Thomas Roth-Roffy is the Investigator-in-Charge and is leading the Safety Board’s investigation. He is accompanied by two NTSB investigators.

    On Saturday, December 5, at approximately 8:30 pm, a commercial passenger vessel and a 25 foot Coast Guard patrol boat collided. There were no fatalities.

    NTSB Media Contact:
    Terry N. Williams
    (202) 314-6100
    williat@ntsb.gov

  • 4 Million Dollar Fine

    Private aviation service operator Spitfire Aviation may be find by the FAA for flights made by a pilot who lacked the proper authorization when a crash occurred. A whistleblower informed the FAA of the violations. Also, at the time, Spitfire had no pilot training and testing, maintenance or drug testing and alcohol misuse prevention programs, which are all FAA mandated.

    The FAA Press Release is below:

    For Immediate Release
    December 4, 2009
    Contact: Lynn Lunsford
    Phone: 817-222-4455

    FAA Proposes $4 Million Civil Penalty for Spitfire Aviation Services

    FORT WORTH, Texas — The Federal Aviation Administration (FAA) has proposed a $4 million civil penalty for Spitfire Aviation Services, LLC, of Fayetteville, Ark., for numerous violations of the Federal Aviation Regulations.

    The alleged violations include conducting at least 798 passenger-carrying revenue flights between November 2005 and October 2007, even though Spitfire held no air carrier certificate or the appropriate operations specifications required under federal regulations for charter operators. Inspectors also found that 262 of those flights were conducted by a pilot who did not hold an Air Transport Pilot Certificate with the appropriate type rating for the aircraft being flown.

    Spitfire had no FAA-approved pilot training and testing program in place, nor the approved maintenance program or drug testing and alcohol misuse prevention programs required by the government.

    During its investigation, the FAA determined that Spitfire operated three aircraft, including a Cessna CE-550 Citation, a Beechcraft BE-20 and a Beechcraft BE-36, on charter flights primarily in the central and southern United States. The FAA became aware of the violations through a complaint from a competitor.

    During the time it was operating in violation of regulations, Spitfire experienced a crash that destroyed the BE-36 and resulted in the death of the pilot. The three passengers on that flight survived the accident.

    Spitfire Aviation Services has 30 days from the receipt of the civil penalty letter to respond to the FAA.

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    Press Release: GIP takes control of Gatwick

    04 December 2009
    The new owners of Gatwick Airport, Global Infrastructure Partners, promised to kick-start a new era of competition between London’s airports and pledged more efficient operations and a better passenger experience following completion of the acquisition.

    GIP is bringing a transition team to support Gatwick’s management, to apply modern process management best practice to improve Gatwick’s operations for airlines and deliver better services for passengers.

    Check-in, security and better-focused investment are among the first priorities identified by the new owners, who pledge to make Gatwick the airport of choice for passengers in London and the South East.

    Sir David Rowlands, the newly-appointed Chairman of Gatwick’s Board, said: “Gatwick is now a major independent airport company and from today, for the first time ever, it is competing directly with Heathrow, Stansted and Luton, as well as with our other airport, London City, in a competitive London airports market.
    “Gatwick will be competing vigorously against all London airports for point-to-point, short-haul and long-haul routes and passengers.

    “Our plan is to gain a competitive edge by modernising Gatwick, providing more efficient operations for airlines and a better experience for passengers and to do this as cost effectively as possible.

    “We intend Gatwick to become the airport of choice for airlines and passengers in our target market.”

    GIP also announced the appointment of a new Chief Executive Officer for Gatwick, Stewart Wingate, who takes over immediately from managing director Andy Flower, who is leaving the company. Mr Wingate was previously Managing Director at Stansted, Chief Executive Officer at Budapest Airport and a former General Manager at Black & Decker.

    Mr Wingate said: “Our immediate priority is to get Gatwick’s processes right, especially security and check-in. We are also reviewing the investment programme to ensure that every pound Gatwick spends is focused on delivering for airlines and passengers.

    “It will take some time for our changes to take effect, but within months passengers will begin to feel that their journey through Gatwick is getting easier, and in a year or so they will start to notice physical improvements too. Gatwick will become the airport of choice, setting the benchmark for service in London.

    “We will focus on improving efficiency as it is critical that Gatwick improves on its position as one of the most cost-competitive primary airports in Europe.”

    Gatwick Airport Limited (Gatwick) is the company licensed to operate Gatwick Airport by the Civil Aviation Authority. Gatwick is wholly-owned by Ivy Bidco Limited (Ivy), a company formed to undertake the acquisition of Gatwick. Ivy is ultimately controlled by funds managed by Global Infrastructure Management, LLC, part of Global Infrastructure Partners (GIP).
    GIP, a $5.64 billion independent investment fund, invests worldwide in infrastructure assets. It targets investments in air transport infrastructure, ports, freight rail, power and utilities, natural resources infrastructure, water distribution and treatment, and waste management. GIP has offices in London, New York, Hong Kong and Sydney and an operations team in Stamford, Connecticut.
    GIP has a 75% ownership interest in London City Airport. Its other UK investments are Biffa Limited, a waste management company and Great Yarmouth Port Company. GIP also has investments in other infrastructure businesses in the United States, India and Argentina.

  • |

    Boeing AH-64D Apache Block III Structures Test Aircraft Makes 1st Flight

    MESA, Ariz., Dec. 4, 2009 — The Boeing [NYSE: BA] AH-64D Apache Block III program has completed the first flight of its structures test aircraft. The test, conducted Nov. 23 in Mesa, demonstrated flight characteristics and handling maneuvers. Tests to continue to expand the helicopter’s flight envelope are expected to continue for the next several weeks.

    Block III technologies being tested include the composite main rotor blade, composite horizontal stabilator, and -701D engines, which include an enhanced digital electronic control unit. The aircraft also features a split-torque face gear transmission that increases power throughput by more than 20 percent within the same physical operating space as the legacy transmission.

    “This flight demonstration is another crucial step as the U.S. Army and Boeing work together to meet the objectives of the Apache Block III program,” said Col. Shane Openshaw, Army Apache project manager. “The Apache Block III helicopter meets the Army’s requirement to sustain the aircraft for its life cycle while providing superior capabilities to Army aviators, battlefield commanders and soldiers.”

    The program’s avionics test aircraft, which made its first flight ahead of schedule in June 2008, completed the Army’s Limited User Test according to schedule, in November, at the Yuma (Ariz.) Proving Ground.

    “Meeting calendar objectives while integrating new capabilities confirms the maturity of the multiple technologies conceived, designed and developed by Boeing and our key partners for the Apache Block III helicopter,” said Al Winn, Boeing Apache Programs vice president. “Our success highlights the value of cooperative development.”

    The Army and Boeing continue to work toward an anticipated Department of Defense acquisition process Milestone C decision in April 2010.

    A unit of The Boeing Company, Boeing Integrated Defense Systems is one of the world’s largest space and defense 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 Integrated Defense Systems is a $32 billion business with 70,000 employees worldwide.
    ###
    A related photo will be available soon at boeing.mediaroom.com.
    Contact:
    Carole Thompson
    Boeing Rotorcraft Communications
    Office: 480-891-2119
    Mobile: 602-741-4802
    carole.j.thompson-sutton@boeing.com

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    FAA Bans Takeoffs with “Polished Frost”


    For Immediate Release
    November 30, 2009
    Contact: Les Dorr, Jr. or Alison Duquette
    Phone: (202) 267-3883

    WASHINGTON — The Federal Aviation Administration is increasing the safety of winter flying by prohibiting takeoffs with “polished frost” — frost buffed to make it smooth — on the wings, stabilizers and control surfaces of several classes of aircraft.

    The new rules are effective on January 30, 2010. There are 57 operators flying 188 aircraft affected by the rule changes. The FAA already prohibits major and regional air carriers from operating with polished frost.

    Frost can affect the aerodynamics of wings and control surfaces, and the safest action is to completely remove it. Previous FAA guidance recommended removing all wing frost prior to takeoff, but allowed it to be polished smooth if the aircraft manufacturer’s recommended procedures were followed. But manufacturers never published standards of acceptable smoothness for polished frost, and the FAA has no data to determine exactly how to polish frost to satisfactory smoothness.

    “The FAA has advised pilots not to take off with frost or ice contaminating their wings for years because it made good sense,” said FAA Administrator Randy Babbitt. “Now, it’s the law.”

    The new rules include four alternatives to removing frost that operators may consider:

    -using wing covers to prevent frost accumulation on wings
    -waiting for frost to melt
    -storing the aircraft in a heated hangar
    -deicing the wing surface.
    The new rules also clarify that affected aircraft must have functioning deicing or anti-icing equipment for flights under Instrument Flight Rules into known or forecast light or moderate icing conditions, or under Visual Flight Rules into known light or moderate icing conditions.

    The final rule can be viewed at: http://www.federalregister.gov/OFRUpload/OFRData/2009-28431_PI.pdf

  • |

    Flying with a Chance of Ice

    The latest brouhaha in the aviation set is that the safety directive on Rolls Royce Engines–which are liable to ice up–does not ground the planes for repair, but instead has a repair date of 2011. The engines are in Boeing 777s, and have been acknowledged to be responsible for engines shutting down while in flight.

    Two questionable parts do not require replacement until 2011.

    Read the directive below:

    SUMMARY: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as:

    Under certain ambient conditions, ice can accumulate on the walls of the fuel pipes within the aircraft fuel system, which can then be released downstream when fuel flow demand is increased. This released ice can then collect on the fuel-to-oil heat exchanger (FOHE) front face and limit fuel flow through the FOHE.

    We are issuing this AD to prevent ice from blocking the FOHE, which could result in an unacceptable engine power loss, and loss of control of the airplane.

  • |

    Fill your pockets, only not too much.

    George’s Point of View

    What is a pocket for if not for putting something in?

    The FAA says no more than 3 lbs worth. But yeah, you can use it for small stuff, and you don’t have to sweat it.

    So if some zealous flight attendant has been lock-stepping down the aisle, forcing you to remove your glasses, your contact lens solution, or wrapped airport leftovers from the back pocket of the seat in front of you, you can now feel vindicated.

    Now, if those airport leftovers are as big as that Fred Flintstones rack of ribs that tilted his stone-aged car sideways, you’re on your own.

    But I’m going to print this FAA letter and carry it with me the next time I fly.

  • |

    FHA ISSUES Airbus Directive

    George’s Point of View

    Did the FAA consider grounding the affected planes and avoiding the chance that all “three” could fail and the pilot could lose control of the airplane?

    I’m not a pilot but come on, it’s just common sense.

    Bravo for taking action, but, is it safe to keep the affected planes in the air?

    Regarding the directive and a couple of loose valves:

    “The unsafe condition is the possible loss of all three hydraulic systems, which could result in loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI. ”

    ——

    An A330 operator experienced a low level of the Yellow hydraulic circuit due to a loose[ning] of check valve part number (P/N) CAR401. During the inspection on the other two hydraulic systems, the other three CAR401 check valves were also found to be loose with their lock wire broken in two instances.
    A340 aeroplanes are also equipped with the same high pressure manifold check valves.
    Investigations are on-going to determine the root cause of this event.
    Additional cases of CAR401 check valve loosening have been experienced in service on aeroplanes having accumulated more than 1000 flight cycles (FC). The check valve fitted on the Yellow hydraulic system is more affected, probably due to additional system cycles induced by cargo door operation.
    The loss of torque due to pressure cycles could contribute to check valve loosening, resulting in a leak and finally the loss of the associated hydraulic system and, in the worst case, of the three hydraulic systems of the aeroplane.
    * * * * *

    The unsafe condition is the possible loss of all three hydraulic systems, which could result in loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.

    Read the directive:

  • |

    Boeing: New Airworthiness Directives

    A new airworthiness directive effective January 4, 2010 is being adopted regarding certain Boeing Model 777-200, -200LR, -300, and -300ER series airplanes. This AD requires inspections for scribe lines in the skin along lap joints, butt joints, certain external doublers, and the large cargo door hinges; and related investigative and corrective actions if necessary. The AD results from reports of scribe lines found at lap joints and butt joints, around external doublers, and at locations where external decals had been removed. We are issuing this AD to detect and correct scribe lines, which can develop into fatigue cracks in the skin. Undetected fatigue cracks can grow and cause sudden decompression of the airplane.

    Also effective January 4 is another new directive regarding the landing gear of certain Boeing Model 737-600, -700, -700C, and -800 series airplanes. This AD requires repetitive lubrications of the right and left main landing gear (MLG) forward trunnion pins. This AD also requires an inspection for discrepancies of the transition radius of the MLG forward trunnion pins, and corrective actions if necessary. For certain airplanes, this AD also requires repetitive detailed inspections for discrepancies (including finish damage, corrosion, pitting, and base metal scratches) of the transition radius of the left and right MLG trunnion pins, and corrective action if necessary. Replacing or overhauling the trunnion pins terminates the actions required by this AD. This AD results from a report that the protective finishes on the forward trunnion pins for the left and right MLG might have been damaged during final assembly. This AD is intented to prevent stress corrosion cracking of the forward trunnion pins, which could result in fracture of the pins and consequent collapse of the MLG.

    http://www.faa.gov/regulations_policies/airworthiness_directives/index.cfm/go/document.list/display/new

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    FAA Addresses:Pilot Flight Time, Rest, and Fatigue

    For Immediate Release
    November 23, 2009
    Contact: Alison Duquette or Les Dorr
    Phone: (202) 267-3883


    Ensuring that all pilots receive adequate rest is key to maintaining a safe aviation system. FAA Administrator Randy Babbitt has made the creation of new flight, duty, and rest rules based on fatigue science a high priority. The FAA is working on an aggressive timeline to issue a new proposal.

    Airplanes operate globally in 24 time zones. Domestic short leg, multi-leg, and long-haul flights all present challenges. Engine technology has evolved enabling airplanes to fly much further than in the past. Since many air carriers fly non-stop ultra-long-range flights, the FAA continues to evaluate the latest research on the effects of time zone changes on circadian rhythm and time zone changes to mitigate pilot fatigue. The FAA continues to be at the forefront of raising awareness of fatigue and mitigation techniques.

    The FAA last proposed updating the rules in 1995 but, based on industry comments, the rule was not adopted. Since then, the agency has reiterated the rules and kept pace with a changing industry by allowing airlines to use the latest fatigue mitigation techniques to enhance safety.

    Overview of the Current Federal Aviation Regulations
    Regulations limiting flight time and pilot rest have been in place since the 1940s. The rules for domestic flights do no explicitly address the amount of time a pilot can be on duty. Rather, the rules address flight time limitations and required rest periods. Current FAA regulations for domestic flights generally limit pilots to eight hours of flight time during a 24-hour period. This limit may be extended provided the pilot receives additional rest at the end of the flight. However, a pilot is not allowed to accept, nor is an airline allowed to assign, a flight if the pilot has not had at least eight continuous hours of rest during the 24-hour period. In other words, the pilot needs to be able to look back in any preceding 24-hour period and find that he/she has had an opportunity for at least eight hours of rest. If a pilot’s actual rest is less than nine hours in the 24-hour period, the next rest period must be lengthened to provide for the appropriate compensatory rest. Airline rules may be stricter than the FAA’s regulations if the issue is part of a collective bargaining agreement.

    Flight time and rest rules for U.S. air carrier international flights are different from the rules for domestic flights. International flights can involve more than the standard two-pilot crew and are more complex due to the scope of the operations. For international flights that require more than 12 hours of flight time, air carriers must establish rest periods and provide adequate sleeping facilities outside of the cockpit for in-flight rest.

    An air carrier may not schedule any pilot and no pilot may accept an assignment for flight time in scheduled air transportation or other commercial flying if that pilot’s total flight time will exceed the regulatory limits.

    It is the responsibility of both the air carrier and the pilot to prevent fatigue, not only by following the regulations, but also by acting responsibly while serving the traveling public. This means taking into consideration weather conditions, air traffic, the health of each pilot, and any other personal circumstances that may affect a pilot’s performance. The FAA has recommended that air carriers include fatigue training as part of their crew resource management training programs.

    FAA Actions
    Withdrawal of the 1995 Proposal

    In order to move forward with a new rule, the FAA formally withdrew the old proposal by publishing a notice in the Federal Register on November 23. The notice reiterated that the 1995 proposal was outdated and raised many significant issues.

    Fatigue ARC

    On June 24, 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 by September 1. The ARC met their deadline and provided the FAA with a broad framework for drafting the basis for a Notice of Proposed Rulemaking (NPRM).

    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 National Transportation Safety Board, 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.

    Ultra Long-Range Flights

    In 2006, the FAA worked with Delta Air Lines to develop and approve fatigue mitigation for flights between John F. Kennedy International Airport and Mumbai, India. The flights were operated for more than 16 hours with four pilots provided that the airline followed an FAA-approved plan to manage rest and mitigate the risk posed by fatigue. The mitigation, approved as an Operations Specification issued to Delta Air Lines, was specific for that city pair. Although that specific route is no longer flown by Delta, the FAA viewed Delta’s fatigue mitigation strategy as a model program.

    As a result of Delta’s efforts, the FAA proposed in November 2008 to amend Delta’s, American’s, and Continental’s Operations Specifications to incorporate fatigue mitigation plans for their ultra long-range flights. Based on comments received from the three air carriers, the FAA withdrew the proposed amendments on March 12, 2009. The FAA is currently working with airlines to gather data that will help the agency enhance the safety requirements for ultra long-range flights. The agency believes that it is in the best interest of passenger and crew safety for airlines to use an FAA-approved fatigue mitigation program to reduce the risk of pilot fatigue.

    2001 ATA/RAA Request

    The FAA denied requests made on June 12, 2001 on behalf of the Air Transport Association (ATA) and Regional Airline Association (RAA) to stay all agency action regarding the November 20, 2000 Whitlow letter of interpretation and the May 17, 2001 Federal Register notice of the FAA’s enforcement policy regarding pilot flight time and rest. The FAA’s letter and Federal Register notice were consistent with the agency’s long-standing interpretation of the current rules. The documents were consistent with the statutory mandate to issue rules governing the maximum hours or periods of service, the use of plain language in regulations and the regulatory history of the rules. ATA subsequently petitioned for review of the Whitlow letter and the enforcement policy.

    On Sept. 5, 2001 the U.S. Court of Appeals for the District of Columbia granted a motion by the ATA to stay the May 17, 2001 Federal Register notice. On May 31, 2002, the court denied ATA’s petition for review, ruling in favor of the FAA.

    2001 Federal Register Notice

    An FAA in the May 17, 2001 Federal Register reiterated the agency’s long-standing interpretation of pilot flight time and rest rules. The notice informed airlines and flight crews of the FAA’s intent to enforce its rules in accordance with the Whitlow letter. Each flight crewmember must have a minimum of eight hours of rest in any 24-hour period that includes flight time. That calculation must be based on the actual conditions on the day of departure regardless of whether the length of the flight is longer or shorter than the originally scheduled flight time. The FAA did not anticipate that the notice would result in major disruptions to airline schedules. Beginning November 2001, the FAA would review airline flight scheduling practices and deal stringently violations. The U.S. Court of Appeals for the District of Columbia granted a stay of the notice.

    2000 FAA Letter

    On November 20, 2000, the FAA responded to a letter from the Allied Pilots Association that set forth specific scenarios that could affect a very small number of all commercial pilots. The FAA’s response, known as the “Whitlow Letter,” was consistent with the agency’s long-standing interpretation of the current rules. In summary, the FAA reiterated that each flight crewmember must have a minimum of eight hours of rest in any 24-hour period that includes flight time. The scheduled flight time must be calculated using the actual conditions on the day of departure regardless of whether the length of the flight is longer or shorter than the originally scheduled flight time.

    1999 Federal Register Notice

    In response to concerns raised by the pilot community, the FAA Administrator notified the aviation community on June 15, 1999 that it had six months to ensure that it was in full compliance with the agency’s current flight time and rest requirements. Reviews of airline scheduling practices conducted in December 1999 and discussions with pilot unions and airlines confirmed that the vast majority of pilots are receiving the amount of rest required by the FAA’s rule.

    1998 ARAC

    In July 1998, the FAA tasked the Aviation Rulemaking Advisory Committee (ARAC) to work with the industry to reach a consensus and develop a new proposal. If no consensus could be reached, the FAA would subsequently enforce the current regulations. In February 1999, ARAC reported that there was no consensus. The group offered five different proposals to update the flight and rest regulations.

    1995 Proposal for Pilots

    In 1995, the FAA proposed a rule to change flight time and rest limits. The agency received more than 2,000 comments from the aviation community and the public. Most of those comments did not favor the rule as proposed, and there was no clear consensus on what the final rule should say. Highlights of the 1995 proposal:

    Reduce the number of duty hours (the time a flight crewmember is on the job, available to fly) from the current 16 hours to 14 hours for two-pilot crews. It would have allowed up to 10 flight hours in the 14 duty hours. Current rules allow up to 16 hours continuous duty time.
    Additional duty hours would be permitted only for unexpected operational problems, such as flight delays. In no event could such delays add more than two hours to the pilot’s duty day.
    Airlines could no longer schedule pilots in advance that exceeds the duty time.

    To ensure that pilots have an adequate opportunity to rest, off-duty time would be increased from eight hours to 10 hours under the proposal.

    Pilots would have to be given at least one 36-hour off-duty period every seven days. Current rules call for a 24-hour period.
    ###

  • |

    FAA Takes Aim at Icing with New Ice Protection Proposal

    For Immediate Release
    November 23, 2009
    Contact: Les Dorr, Jr. or Alison Duquette
    Phone: (202) 267-3883

    WASHINGTON – The Federal Aviation Administration is proposing a rule requiring scheduled airlines to either retrofit their existing fleet with ice-detection equipment or make sure the ice protection system activates at the proper time.

    For aircraft with an ice-detection system, the FAA proposes that the system alert the crew each time they should activate the ice protection system. The system would either turn on automatically or pilots would manually activate it.

    For aircraft without ice-detection equipment, the crew would activate the protection system based on cues listed in their airplane’s flight manual during climb and descent, and at the first sign of icing when at cruising altitude.

    “This is the latest action in our aggressive 15-year effort to address the safety of flight in icing conditions,” said FAA Administrator Randy Babbitt. “We want to make sure all classes of aircraft in scheduled service remain safe when they encounter icing.”

    The FAA estimates the rule would cost operators about $5.5 million to implement. Operators would have two years after the final rule is effective to make these changes.

    The proposed rule would apply only to in-service aircraft with a takeoff weight less than 60,000 pounds, because most larger airplanes already have equipment that meets the requirements. In addition, studies show that smaller planes are more susceptible to problems caused by undetected icing or late activation of the ice protection system. The rule technically affects 1,866 airplanes, but all turbojet airliners and many turboprops covered under the rule already have equipment that satisfies the requirements, and the FAA believes others will be retired before the projected compliance date in 2012.

    In August 2009, the FAA changed its certification standards for new transport category airplane designs to require either the automatic activation of ice protection systems or a method to tell pilots when they should be activated.

    Since 1994, the FAA has issued more than 100 airworthiness directives to address icing safety issues on more than 50 specific aircraft types. These orders cover safety issues ranging from crew operating procedures in the icing environment to direct design changes. We also have changed airplane flight manuals and other operating documents to address icing safety, and issued bulletins and alerts to operators emphasizing icing safety issues.

    The latest proposed rule on activation of ice protection systems is at: http://edocket.access.gpo.gov/2009/E9-28036.htm

  • |

    New Gulfstream G650 Completes 1st Flight

    SAVANNAH, Ga., November 25, 2009 — Gulfstream Aerospace, a wholly owned subsidiary of General Dynamics (NYSE: GD), today announced that its newest business jet and the flagship of its fleet, the ultra-large-cabin, ultra-long-range Gulfstream G650, successfully completed its first flight.

    Flown by experimental test pilot Jake Howard and senior experimental test pilot Tom Horne, the G650 took off from Savannah/Hilton Head International Airport at 1:41 p.m. local time today with flight engineer Bill Osborne on board. Because pilots were alerted to a slight vibration in a landing-gear door, they curtailed the testing regimen as a precautionary measure. The aircraft landed 12 minutes later.

    “We are pleased to announce that the G650 successfully completed its first flight today,” said Pres Henne, senior vice president, Programs, Engineering and Test, Gulfstream. “Systems were fully operational. The aircraft achieved an altitude of 6,600 feet and a speed of 170 knots. Flight controls and characteristics performed as expected. We consider this flight a success and look forward to pursuing our full flight-test plan.”

    Under its own power, the G650 rolled out of the Savannah manufacturing facility on Sept. 29, 2009. It remains on schedule for type certification by 2011, followed by entry-into-service in 2012.

    The G650 offers the longest range at the fastest speed in its class. Powered by best-in-class Rolls-Royce BR725 engines, the business jet is capable of traveling 7,000 nautical miles at 0.85 Mach and has a maximum operating speed of 0.925 Mach. Its 7,000-nautical-mile range means the G650 can fly nonstop from Dubai to Chicago. With an initial cruise altitude of 41,000 feet at 0.85 Mach, the G650 can climb to a maximum altitude of 51,000 feet and avoid traffic and inclement weather.

    With its all-new aerodynamically optimized wing, the G650 can meet the latest takeoff certification requirements. At maximum takeoff weight, the aircraft can depart from a 6,000-foot runway.

    Passenger comfort is one of the G650’s main attributes. The aircraft features the largest purpose-built business-jet cabin, which leaves room for larger galleys and lavatories, and increased storage. The jet, which seats 11-18 passengers, also has 16 Gulfstream-signature oval windows that measure 28 by 20.5 inches, the biggest in the industry.

    The G650 provides the most productive cabin environment. A cabin altitude of 4,850 feet at FL510 and 3,300 feet at FL410 reduces fatigue, increases mental alertness and enhances productivity. A quieter cabin allows for a better environment for conversation or relaxation.

    The aircraft comes with the new Gulfstream Cabin Essential™ package, so a single-point failure will not result in the loss of functionality. That means a toilet always flushes; water is always available; and an entertainment source always works.

    Additionally, the G650 features the PlaneView™ II cockpit, the most advanced flight deck in business aviation, and an Advanced Health and Trend Monitoring System (AHTMS) to support aircraft maintenance planning and enhance availability.

    NOTE TO EDITORS

    Gulfstream Aerospace Corporation, a wholly owned subsidiary of General Dynamics (NYSE: GD), designs, develops, manufactures, markets, services and supports the world’s most technologically advanced business-jet aircraft. Gulfstream has produced some 1,800 aircraft for customers around the world since 1958. To meet the diverse transportation needs of the future, Gulfstream offers a comprehensive fleet of aircraft, comprising the wide-cabin, high-speed Gulfstream G150®; the large-cabin, mid-range Gulfstream G200®; the new large-cabin, mid-range Gulfstream G250®; the large-cabin, mid-range Gulfstream G350®; the large-cabin, long-range G450®; the large-cabin, ultra-long-range Gulfstream G500®; the large-cabin, ultra-long-range Gulfstream G550® and the ultra-large-cabin, ultra-long-range G650®. Gulfstream also offers aircraft ownership services via Gulfstream Financial Services Division and Gulfstream Pre-Owned Aircraft Sales®. The company employs approximately 9,000 people at seven major locations. We invite you to visit our Web site for more information and photos of Gulfstream aircraft at www.gulfstream.com.

    General Dynamics (NYSE: GD), headquartered in Falls Church, Va., employs approximately 92,300 people worldwide. The company is a market leader in business aviation; land and expeditionary combat systems, armaments and munitions; shipbuilding and marine systems; and information systems and technologies. More information about General Dynamics is available online at www.gd.com.

  • |

    BMI Losing Jobs

    British Midland Airways is looking at losing 600 positions, possibly even more. Redundancies are being eliminated, and the number of international planes are being reduced by 9. Tel Aviv, Kiev, Aleppo and Amsterdam flights are scheduled for suspension and 2010 seasonal flights to Palma and Venice will not be reinstated.

  • | |

    Bombardier’s latest CSeries due in 2013

    AVIC, China’s aviation manufacturing conglomerate, is a risk-sharing partner for Bombardier’s latest CSeries aircraft due to enter service in 2013.

    Shenyang Aircraft Corp, the subsidiary of AVIC, designs and produces the center fuselage for the new CSeries. Bombardier will develop China’s ARJ21-900 regional jet, help to enhance the competitiveness of the ARJ21-900 and explore commonalities between the ARJ21-900 and Bombardier CSeries.

    So far, Bombardier has 25 CSeries aircraft.orders from Lufthansa and 25 from Lease Corporation International. Shenyang Aircraft Corp builds the fuselage for Bombardier’s 70-seat Q400 turboprop regional airliner.

  • |

    Purdue University Opening New Aviation Engine Testing Facility

    WEST LAFAYETTE, Ind. – Purdue University will operate a new federally funded facility to test aircraft engines and develop alternative fuels in work that also aims to reduce the nation’s reliance on imported oil.
    The National Test Facility for Fuels and Propulsion is funded with a $1.35 million grant from the U.S. Air Force and will be housed in the Niswonger Aviation Technology Building at the Purdue Airport.

    “The aerospace industry now has an unprecedented interest in developing green aircraft using biofuels,” said David L. Stanley, an associate professor of aeronautical engineering technology at Purdue and principal investigator of the facility. “Testing will be conducted while fuels are being researched for development. This means input will be provided during the development phase, not after the fuel has been developed, which helps to ensure the best results possible.”

    The facility, expected to open in late 2010 or early 2011, will test aerospace hardware in engines and aircraft and provide data related to fuel-sustainability and emissions goals and for economic assessments.

    “This is a multidisciplinary research approach that begins with growing crops, developing fuels from those crops in the laboratory and then testing those fuels in engines,” said Denver Lopp, a professor of aviation technology and one of two co-principal investigators.

    The other co-principal investigator is J. Mark Thom, a professor of aviation technology.

    Work will focus on jet engines but will include some testing related to piston engines.

    “The project involves faculty members in the colleges of Agriculture, Engineering, Science and Technology to develop a well-rounded and capable research team for fuels research, with particular focus on aviation and aerospace,” Lopp said. “Purdue is strong in each of these areas, and having an airport also enhances these strengths.”

    The researchers will work with the Air Force, industry and government agencies to develop the fuels.

    “Roughly 17 billion gallons of turbine fuel are burned annually in the United States, and clearly a portion of this could be saved by blending alternative fuels,” Stanley said. “The U.S. Air Force intends to be able to operate its fleet on blends of these fuels.”

    The work will tackle four major bottlenecks to aerospace progress: access to hardware testing; development of control logic and systems permitting flex-fuel operation and realization of improved efficiencies; sustainability of biofuels related to crop productivity, as well as bio and synthetic fuels’ ability to meet both near- and long-term aerospace requirements; and regulatory compliance.

    “The overall goal is to update and maintain a multifaceted national testing facility with dedicated administration to support development and testing of alternative energy sources for aerospace equipment,” Lopp said. “This facility will address all energy sources and will not be an advocate of any particular fuel.”

    Writer: Emil Venere, 765-494-4709, venere@purdue.edu

    Sources: David Stanley, 765-494-6266, stanledl@purdue.edu

    Denver Lopp, 765-494-6387, denver@purdue.edu

    Purdue News Service: ( 765 ) 494-2096; purduenews@purdue.edu