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FAA Proposes Safety Systems for Certificated Airports

The FAA has proposed requiring airports certificated under Part 139 to put in place safety management systems (SMS) for all airfield and ramp areas.

There are currently 553 airports in the U.S. that hold Part 139 certificates. These certificate holders serve scheduled and unscheduled air carrier aircraft with more than 30 seats. These certificate holders also may serve scheduled air carrier operations with air carrier aircraft with more than nine but less than 31 seats.

SMS is a formal approach to managing an organization’s safety through four key components — safety policy, safety risk management, safety assurance, and safety promotion.

This proposal will help airports enhance safety by developing an organization-wide safety policy; implementing methods to mitigate airport hazards; and analyzing and mitigating risks before they change airport procedures or infrastructure. The proposed rule requires that SMS be used for airport movement and non-movement areas which includes runways, taxiways, ramps, aircraft parking aprons, and fuel farms. The FAA believes that SMS will provide an additional layer of safety at airports and help reduce airport incidents and accidents. Airports will have the flexibility to implement a SMS plan that considers their unique operating environment.
While the proposed SMS requirement will not take the place of regular FAA Part 139 inspections, this proactive emphasis on hazard identification and mitigation will provide airports with robust tools to improve safety.
Airports are identified by four classes, depending on the type of air carrier service at the airport. The proposal states that Class I airports would be required to develop a SMS implementation plan within six months and implement within 18 months after the final rule is published. The remaining Class II, III, and IV airports would be required to develop a SMS implementation plan within nine months and implement within 24 months after the final rule is published. The FAA will review and approve the SMS implementation plans.

The NPRM is published in today’s Federal Register and open for a 90-day public comment period that ends on January 5, 2011. To view the NPRM, Economic Evaluation, and make comments go towww.regulations.gov using docket # FAA-2010-0997.

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    Delta Offers Winter Weather Travel Assistance to Customers in Atlanta

    Jan 7, 2011

    ATLANTA, Jan. 7, 2011 — Delta Air Lines is offering customers whose flight plans may be affected by winter weather expected in Atlanta beginning Sunday night the ability to make one-time changes to their travel schedules without fees. Delta’s weather advisory encourages customers to consider postponing or re-routing their travel to avoid possible inconvenience from expected flight delays.

    Customers booked on Delta-ticketed flights to, from or through Atlanta Jan. 9-11 may immediately rebook for travel with the same origin and destination before or after their original travel dates as long as new flights are ticketed and rescheduled with travel beginning by Jan. 13, 2011.

    Flight delays are expected at Hartsfield-Jackson Atlanta International Airport as a result of winter weather, and Delta will proactively reduce flight schedules to minimize delays.

    Delta encourages customers to make changes and manage their travel at delta.com. All customers traveling in impacted markets should check their flight status at delta.com before arriving at the airport.

    Changes to origin or destination may result in a fare increase, and any fare difference between the original ticket and the new ticket will be collected at the time of rebooking. Customers whose flights are cancelled may request refunds.

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    Boeing and Fluor Team to Pursue Sandia National Laboratories Contract

    ST. LOUIS, Feb. 15, 2011 — Boeing [NYSE: BA] and Fluor Corp. [NYSE: FLR] have formed a team to pursue a contract to manage and operate the Sandia National Laboratories if the U.S. Department of Energy (DOE) decides to hold a competition.

    Sandia is a government-owned, contractor-operated facility that is managed on behalf of the DOE’s National Nuclear Security Administration (NNSA). Sandia has major facilities in Albuquerque, N.M., and Livermore, Calif., and an annual operating budget of approximately $2.5 billion. The current contract expires in September 2012.

    “The Boeing Company has a long history of managing large-scale research and development programs,” said Greg Deiter, vice president of Boeing Defense & Government Services. “We will draw on that experience to offer innovative approaches to meet the NNSA’s objectives of strengthening performance on national security missions; reducing costs; and supporting operations as an integrated Nuclear Security Enterprise.

    “We also offer a unique capability to evolve our support to broader national security tasks in a way that will be complementary to the nuclear security mission,” Deiter added.
    Boeing has supported national nuclear programs at Sandia and elsewhere for more than five decades.

    Fluor, a longtime DOE contractor, applies its program management expertise to provide safe, dependable, and value-added operations services across the department’s complex at Savannah River in South Carolina, Hanford in Washington state, and Portsmouth in Piketon, Ohio. For more than six decades, Fluor has assisted the DOE and international government agencies in addressing their urgent national nuclear priorities.

    “We believe that the complementary resources and skill sets of two world-class companies like Fluor and Boeing offer the NNSA an extremely compelling value proposition,” said Greg Meyer, senior vice president of Fluor Government Group. “Fluor’s work as a preeminent DOE contractor positions our company well to be able to understand the needs of Sandia and the nuclear security enterprise. We look forward to bringing our experience from across the DOE complex along with our unmatched operations expertise to support the team.”

    Fluor Corporation designs, builds and maintains many of the world’s most challenging and complex projects. Through its global network of offices on six continents, the company provides comprehensive capabilities and world-class expertise in the fields of engineering, procurement, construction, commissioning, operations, maintenance and project management. Headquartered in Irving, Texas, Fluor is a FORTUNE 200 company and had revenues of $22 billion in 2009.

    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 $32 billion business with 66,000 employees worldwide. Follow us on Twitter: @BoeingDefense.

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    NTSB INVESTIGATING NEAR MIDAIR COLLISION

    National Transportation Safety Board
    Washington, DC 20594

    September 23, 2010

    NTSB INVESTIGATING NEAR MIDAIR COLLISION OVER MINNEAPOLISINVOLVING COMMERCIAL JETLINER AND SMALL CARGO AIRCRAFT

    The National Transportation Safety Board is investigating a near midair collision between a commercial jetliner and a small cargo aircraft that came within an estimated 50 to 100 feet of colliding near the Minneapolis-St. Paul Airport (MSP).

    On September 16, 2010, about 6:49 a.m. CDT, US Airways flight 1848 (AWE 1848), an Airbus 320, was cleared for takeoff on runway 30R en route to Philadelphia, Pennsylvania, carrying five crewmembers and 90 passengers. At the same time, Bemidji Aviation Services flight 46 (BMJ46), a Beech 99 cargo flight with only the pilot aboard, was cleared for takeoff on runway 30L en route to La Crosse, Wisconsin. Weather conditions at the time were reported as a 900-foot ceiling and 10 miles visibility below the clouds.

    Immediately after departure, the tower instructed the US Airways crew to turn left and head west, causing the flight to cross paths with the cargo aircraft approximately one- half mile past the end of runway 30L. Neither pilot saw the
    other aircraft because they were in the clouds, although the captain of the US Airways flight reported hearing the Beech 99 pass nearby. Estimates based on recorded radar data indicate that the two aircraft had 50 to 100 feet of vertical separation as they passed each other approximately 1500 feet above the ground.

    The US Airways aircraft was equipped with a Traffic Alert and Collision Avoidance System (TCAS) that issued climb instructions to the crew to avert collision. The Beech 99 was not equipped with TCAS and the pilot was unaware of the proximity of the Airbus. There were no reports of damage or injuries as a result of the incident.

    NTSB and FAA investigators conducted a preliminary investigation at the Minneapolis airport traffic control tower on September 18th and 19th and are continuing to review the circumstances of this incident.

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    FAA: “Line Up and Wait” Training Now Available

    “Line Up and Wait” Training Now Available
    On Sept. 30, 2010, the familiar ATC instruction “taxi in position and hold” will become history. Instead, expect to hear “line up and wait” when ATC issues instruction for a pilot to taxi onto a departure runway and wait for takeoff clearance. Another procedure change that occurred on June 30, 2010, requires ATC to issue an explicit clearance to aircraft crossing any runway (active, inactive, and closed). To help pilots with these important procedure changes, FAA added an online training module to www.FAASafety.gov. The course is titled “Line Up and Wait: Taxi Authorization and Runway Clearance Guidance for Airmen,” and is listed in the Featured Courses portal on the FAASafety.gov home page.

    The course provides a good review of safe taxi operations, ATC procedures and phraseology, and pilot responsibilities. It also reviews best practices for avoiding runway incursions, such as knowing and understanding the meaning of the runway hold markings. Some three-fourths of runway incursions result from a failure to comply with this marking.

    Additional details on both procedure changes are available in the Aeronautical Informational Manual (AIM) and Pilot/Controller Glossary, located under the Air Traffic section of www.faa.gov. You can also reference more specific information on line up and wait with FAA Notice JO 7110.536.

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    Helicopter Safety Questions and Answers

    Should cockpit voice recorders and flight data recorders be required for use in helicopters and light aircraft?

    Anyone following the rash of helicopter and light aircraft crash and forced landing reports would agree that greater safety rules should be put in place, as well as greater use of the technology which makes such things safer, as well as tracking causes. More rules and regulations may or may not make these crafts safer. After all, it is still up to the pilot’s judgement and the quality of the craft, as well as craft maintenance. But certainly, because the technology exists to keep track of flight data, it should certainly be required, even if it should be retrofitted.

    See the July press release below:

    For Immediate Release

    June 30, 2008 >
    Contact: Alison Duquette
    Phone: (202) 267-3883

    EMS Helicopter Safety

    Helicopter Emergency Medical Service (HEMS) operations are unique due to the emergency nature of the mission. In August 2004, the FAA initiated a new government and industry partnership to improve the safety culture at HEMS operators and recommend short-and long-term strategies for reducing accidents. While the FAA has not ruled out proposing new or changing existing rules, the agency has prompted significant short-term safety gains that do not require rulemaking. The FAA’s immediate focus is:

    • Encourage risk management training to flight crews so that they can make more analytical decisions about whether to launch on a mission.
    • Better training for night operations and responding to inadvertent flight into deteriorating weather conditions.
    • Promote technology such as night vision goggles, terrain awareness and warning systems and radar altimeters.
    • Provide airline-type FAA oversight for operators. Identify regional FAA HEMS operations and maintenance inspectors to help certificate new operators and review the operations of existing companies.

    Background

    There are approx. 750 emergency medical service helicopters operating today, most of which operate under Part 135 rules. HEMS operators may ferry or reposition helicopters (without passengers/patients) under Part 91.

    The number of accidents nearly doubled between the mid-1990s and the HEMS industry’s rapid growth period from 2000 to 2004. There were nine accidents in 1998, compared with 15 in 2004. There were a total of 83 accidents from 1998 through mid-2004. The main causes were controlled flight into terrain (CFIT), inadvertent operation into instrument meteorological conditions and pilot spatial disorientation/lack of situational awareness in night operations. Safety improvements were needed.

    FAA Oversight

    The FAA inspects HEMS operators, but is prompting changes beyond inspection and surveillance. Rather, the FAA is moving to a risk-based system that includes the initiatives outlined below which focus on the leading causes of the HEMS accidents.

    FAA Actions

    • In August 2004, the FAA established a task force to review and guide government and industry efforts to reduce HEMS accidents.
    • On January 14, 2005, the FAA hosted a meeting with HEMS industry representatives to discuss safety issues and gain feedback. Representatives from the Association of Air Medical Services, Helicopter Association International, the National EMS Pilots Association and several operators attended.
    • Decision-making skills: On January 28, 2005, the FAA published a notice providing guidance for safety inspectors to help operators review pilot and mechanic decision-making skills, procedural adherence, and crew resource management practices. It includes both FAA and industry intervention strategies (Notice 8000.293 Helicopter Emergency Medical Service Operations). These principles were reinforced in the “Safety Alert for Operators” (SAFO) 06001 issued on January 28, 2006.
    • Risk assessment programs: On August 1, 2005, the FAA issued guidance to inspectors promoting improved risk assessment and risk management tools and training to all flight crews, including medical staff (Notice 8000.301 Operational Risk Assessment Programs for Helicopter Emergency Medical Services).
    • Air Medical Resource Management (AMRM): On September 22, 2005, the FAA issued guidance to HEMS operators establishing minimum guidelines for Air Medical Resource Management (AMRM) training. The training focuses on pilots, maintenance technicians, flight nurses, flight paramedics, flight physicians, medical directors, specialty team members (such as neonatal teams), communications specialists (dispatchers), program managers, maintenance staff, operational managers, support staff, and any other air medical team members identified by specific needs (AC No. 00-64 Air Medical Resource Management).
    • Special emphasis inspection program: On September 27, 2005, the FAA issued a revised standards for inspection and surveillance of HEMS operators, with special emphasis on operations control, risk assessment, facilities and training, especially at outer locations away from the certificated holder’s principal base on operations.
    • FAA establishes new office: In December 2005, the FAA’s Flight Standards Service’s Air Transportation Division established the new Commuter, On Demand, and Training Center Branch (AFS-250) to work Part 135 and Part 142 policy issues.
    • Loss of Control (LOC) and Controlled Flight Into Terrain (CFIT): On January 24, 2006 the FAA issued a handbook bulletin to inspectors describing acceptable models for LOC and CFIT avoidance Programs. The bulletin provides inspectors with information to provide to HEMS operators for developing LOC/CFIT accident avoidance programs and clarifies existing guidance (HBAT 06-02 Helicopter Emergency Medical Services (HEMS) Loss of Control (LOC) and Controlled Flight Into Terrain (CFIT) Accident Avoidance Programs).
    • HBAT 06-01 & OpSpec A021: On January 24, 2006 the FAA issued revised guidance to inspectors regarding HEMS OpSpecs, amending the Visual Flight Rule (VFR) weather requirements for HEMS operations, including consideration of the adverse affects of reduced ambient lighting at night and mountainous terrain (HBAT 06-01 Helicopter Emergency Services; OpSpec A021/A002 Revisions).
    • Guidance to Part 142 training centers: On February 24, 2006, the FAA issued a Notice to Training Center Program Managers assigned to oversee Part 142 training Centers advising them of recent changes to HEMS operations and training standards (Notice 8000.317, Operator Training Provided by Part 142 Training Centers for Helicopter Emergency Medical Services.)
    • Public HEMS operators: On March 2, 2006, the FAA issued guidance to inspectors on the surveillance and oversight of public aircraft operators for HEMS operations (Notice 8000.318 Public Helicopter Emergency Medical Services (HEMS) Operations).
    • Terrain Awareness and Warning Systems (TAWS): On June 27, 2006, at the FAA’s request, RTCA, Inc. established a Special Committee to develop Helicopter Terrain Awareness and Warning System (H-TAWS) standards. These standards will be used to develop FAA requirements for H-TAWS systems, installation and operations.
    • Aeronautical Information Manual: In August 2006, the FAA revised the Aeronautical Information manual (AIM) to provide guidance to pilots on assessing ambient lighting for night visual flight rule (VFR) operations and for off-airport/heliport landing zone operations.
    • Aviation Rulemaking Committee (ARC): The FAA is currently reviewing the 140 recommendations made by the Part 135/125 ARC. We have begun rulemaking on many issues which pertain to HEMS operations and training. Examples of the areas considered for change are: weather requirements for IFR flight, medical personnel as crew, IFR landing minimums, instrument flight competency, etc.
    • International Helicopter Safety Team (IHST): The helicopter industry has formed the IHST to gather data and draft strategies to reduce helicopter accidents globally by 80 percent by 2015. The effort is modeled on the Commercial Aviation Safety Team (CAST) which has achieved a significant reduction in the commercial fatal accident rate in the United States. Members include the FAA, European Aviation Safety Agency (EASA), Transport Canada, the International Civil Aviation Organization (ICAO), and industry representatives.
    • Surveillance of large HEMS operators: The FAA’s Flight Standards Service established a task group to focus on the certification and surveillance requirements for large HEMS operators that support diverse medical programs throughout the United States. The group’s findings resulted in the increase in the cadre of inspectors assigned to HEMS operations.
    • Operational Control Centers: On May 5, 2008, the FAA’s Flight Standards Service issued an advisory circular (AC 120-96) highlighting the “best practices” for use by HEMS operators in establishing their control centers and training their specialists.

    Weather

    In March 2006, the FAA and the University Corporation for Atmospheric Research hosted a weather summit in Boulder, Colorado to identify the HEMS-specific issues related to weather products and services. Attendees explored possible regulatory improvements, weather product enhancements, and operational fixes specific to HEMS operations. Attendees included the National Weather Service, National Center for Atmospheric Research (NCAR), Helicopter Association International, American Helicopter Society International, Association of Air Medical Services, National EMS Pilots Association, National Association of Air Medical Communications Specialists, manufacturers, and many operators.

    As a result, the FAA funded the development and implementation of a graphical flight planning tool for ceiling and visibility assessment along direct flights in areas with limited available surface observations capability. Its use improves the quality of go/no-go decisions for HEMS operators. The tool was fielded in November 2006. The response from the users continues to be very favorable (Notice 8000.333, HEMS use of the aviation digital data service experimental HEMS tool).

    Night Vision Goggles

    The FAA has a solid record of facilitating safety improvements and new technologies for EMS helicopters, including certification of Night Vision Goggles (NVGs). Since 1994, the FAA has worked 28 projects or design approvals called Supplemental Type Certificates (STCs) for installation of NVGs on helicopters. This number includes EMS, law enforcement and other types of helicopter operations. Of the 28 projects, the FAA has approved approx. 15 NVGs STC’s for EMS helicopters. The FAA initiated and wrote (in coordination with RTCA) the minimum standards for NVGs/cockpit lighting.

    Technical Standard Order (TSO) C164 was published on September 30, 2004 referencing RTCA document DO 275 Minimum Operational Performance Standards (MOPS), published October 12, 2001. The FAA has hosted workshops to help applicants work with the FAA to obtain NVG certification. One set of NVGs costs approx. $7,000 and an operator must carry multiple sets per flight. Certification is just one step. The operator must also have an FAA-approved training program for using NVGs.

    The FAA has revised the NVG guidance in the Operations Inspectors Handbook, Order 8900.1. Produced using considerable industry input, the revision includes the establishment of a cadre of NVG national resource inspectors (Notice 8000.349, Night Vision Imaging Systems).

    Flight Data Recorders

    Flight Data Recorders (FDRs) are not required for HEMS operations. FDRs offer value in any accident investigation by providing information on aircraft system status, flight path and attitude. The weight and cost of FDR systems are factors. Research and development is required to determine the appropriate standards for FDR data and survivability in the helicopter environment, which typically involves substantially lower speeds and altitudes than airplanes. Funds are currently best invested in preventive training.

    However, the FAA is studying alternatives to expensive and heavy airliner-style FDRs, especially in light of the relatively low-impact forces in most helicopter accidents. By establishing a standard appropriate to the helicopter flight envelope, the FAA may be able to make meaningful future FDR rulemaking efforts.

    Terrain Awareness Warning Systems

    The FAA supports the voluntary implementation of Terrain Awareness Warning Systems (TAWS) and did consider the possibility of including rotorcraft in the TAWS rulemaking process. Through this process, however, the FAA concluded that there are a number of issues unique to VFR helicopter operations that must be resolved before the FAA considers mandating the use of TAWS in this area, such as modification of the standards used for these systems. For example, helicopters typically operate at lower altitudes so TAWS could potentially generate false alerts and “nuisance” warnings that could negatively impact the crew’s response to a valid alert. TAWS application to HEMS would require study of TAWS interoperability within the lower altitude HEMS environment, and possibly a modification of TAWS system standards.

    At the FAA’s request, RTCA, Inc. established a Special Committee (SC-212) to develop H-TAWS standards for use in future FAA rulemaking projects. The final report was delivered to RTCA in March 2008. Those standards are being reviewed by the FAA’s Aircraft Certification Service for the development of an HTAWS technical standards order.

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