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IMPROPER CONTRACTOR ACTIONS AND INSUFFICENT FEDERAL OVERSIGHT LED TO 2008 FATAL FIREFIGHTING HELICOPTER CRASH NEAR WEAVERVILLE, CALIFORNIA, NTSB SAYS

FOR IMMEDIATE RELEASE:
December 7, 2010

The National Transportation Safety Board today determined that a series of improper actions by the contractor and insufficient oversight by the U.S. Forest Service (USFS) and the Federal Aviation Administration (FAA) led to the August 5, 2008, fatal crash of a Sikorsky S-61N helicopter near Weaverville, California. The contractor’s actions included the intentional alteration of weight documents and performance charts and the use of unapproved performance calculations.

Contributing to the accident was the failure of flight crewmembers to address issues related to operating the helicopter at its maximum performance capability. Contributing to the fatalities and survivors’ injuries were the immediate and intense fire that resulted from fuel spillage from the fuel tanks that were not crash resistant, the separation from the floor of the cabin seats that were not crash resistant, and the use of an inappropriate mechanism on the cabin seat restraints. The pilot-in- command, the safety crewmember, and seven firefighters were fatally injured; the copilot and three firefighters were seriously injured.

On August 5, 2008, a Sikorsky S-61N helicopter (N612AZ), which was being operated by the USFS as a public flight to transport firefighters battling forest fires, impacted trees and terrain during the initial climb after takeoff at a location about 6,000 feet above sea level in mountainous terrain near Weaverville. The USFS had contracted with Carson Helicopters, Inc. (CHI) of Grants Pass, Oregon, for the services of the helicopter, which was registered to CHI and leased to Carson Helicopter Services, Inc. (CHSI), also of Grants Pass.

“The probable cause of this accident had to do with Carson’s actions and the oversight entities’ inactions,” said NTSB Chairman Deborah A.P. Hersman. “Carson engaged in a bargain that violated the trust of their crewmembers, the firefighters that they carried onboard, and the aviation industry. But the FAA and the Forest Service did not hold up their end of the deal to oversee Carson’s actions. Public aircraft have been made the orphans of the aviation
industry. It’s now time for the FAA and other government agencies to step up and take responsibility.”

In order to prevent similar accidents and to improve the survivability of such accidents when they do occur, the NTSB issued 11 new recommendations to the FAA and reiterated one from 2006. Ten recommendations were issued to the USFS.

Recommendations to the FAA include oversight of 14 Code of Federal Regulations Part 135 operators with aircraft that can operate part of the time as public aircraft and part of the time as civil, clarification of oversight responsibilities for public aircraft, accuracy of hover performance charts, pilot performance, fuel tank crashworthiness, and occupant protection.

To the USFS, the NTSB recommended the development of mission-specific operating standards for firefighter transport operations, a requirement that its contractors adhere to these standards, and the creation of an oversight program that can monitor and ensure contractor compliance with all standards and requirements. Other issue areas for the USFS recommendations included pilot training, occupant protection, weather instrumentation, and onboard recorders.

A synopsis of the NTSB report, including the probable cause conclusions and safety recommendations, will be available on the NTSB website.

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    NTSB Warns Old Weather Data on Pilot Displays Can Contribute to Plane Crashes

    The NTSB has sent out a safety alert concerning weather information that is up to twenty minutes old, although it may be advertised as real time data. The discrepancy in time can be fatal when weather conditions are in rapid flux. The NTSB has related this old weather information to two recent crashes that occurred at night:

    • March 2010 med-evac helicopter Tennessee crash where the pilot was racing to home base trying to beat a storm
    • December 2011 Piper PA-32 Bryan Texas where the plane broke up in stormy weather.

    In both these crashes, “the time stamps indicated the one-minute time interval used to create the image, and not the actual age of the data used to create the image.”

    The Tennessee crash involved information five minutes old; the Texas crash involved information six to eight minutes old.

    The night crashes in particular are affected by old data. Pilots need to be aware that the data can be old, and not use the weather display to navigate around bad weather.

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    Fact Sheet – FAA Initiatives to Improve Helicopter Air Ambulance Safety

    For Immediate Release
    October 7, 2010

    Helicopter air ambulance operations are unique due to the urgent nature of the flight. The FAA, operators, and the medical community all play a vital role in promoting a positive safety culture that ensures the safety of passengers, flight crews, and medical professional on these flights.

    Since August 2004, the FAA’s has:

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

    Background

    The helicopter air ambulance industry grew by 54 percent between 2003 and 2008. There are currently 74 air ambulance companies that operate approximately 850 helicopters in the United States. The NTSB estimates that 400,000 patients and transplant organs are transported by helicopter each year.

    The Role of the Medical Community

    Aviation safety decisions are separate from medical decisions. The decision to conduct a flight with a patient on board does not mean that flight safety can be compromised in any way. Once the medical need for air transportation is determined, it is up to the operator to make the air transportation decision based on pre-flight factors such as weather conditions, maintenance, and crew readiness.

    FAA Oversight

    The FAA inspects air ambulance operators, but the agency’s oversight goes beyond inspection and surveillance. Rather, the FAA uses a risk-based system that includes the initiatives outlined below which focus on the leading causes of accidents.

    FAA Actions

    • In August 2004, the FAA established a task force to review and guide government and industry efforts to reduce air ambulance accidents.
    • On January 14, 2005, the FAA hosted a meeting with 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 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 revised standards for inspection and surveillance of air ambulance 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. The FAA has begun hiring aviation safety inspectors with specific “helicopter only” experience in order to keep pace with industry growth.
    • 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 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 Medical 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 air ambulance operations and training standards (Notice 8000.317, Operator Training Provided by Part 142 Training Centers for Helicopter Emergency Medical Services.)
    • Public air ambulance operators:On March 2, 2006, the FAA issued guidance to inspectors on the surveillance and oversight of public aircraft operators for air ambulance 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 VFR operations and for off-airport/heliport landing zone operations.
    • 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 air ambulance 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 air ambulance 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 air ambulance operators in establishing their control centers and training their specialists.
    • FAA/Association of Air Medical Service (AAMS) Safety Meeting: On July 11, 2008, 80 representatives from the FAA and operators met in response to recent accidents. Discussions focused on night operations in poor or deteriorating weather, risk management, complacency, the agency’s policies on the use of NVGs, as well as helicopter shopping.
    • Notice to FAA Inspectors:On January 12, 2009, the FAA issued a notice (Notice 8900.63) to agency inspectors with oversight of air ambulance operators to find out how many operators have adopted FAA-recommended best practices. With reports in from all of the 74 operators surveyed, the percentages that have adopted various programs are:

    –Decision-making skills and risk assessment programs – 94 percent

    –Response to FAA guidance on Loss of Control (LOC) and Controlled Flight Into Terrain (CFIT) avoidance – 89 percent

    –Integration of operation control center – 89 percent

    –Installation of Flight Data Recorders and devices that can re-create a flight. – 11 percent

    –TAWS equipage – 41 percent

    –Use of radar altimeters – 89 percent

    Operations Specifications

    On November 14, 2008, the FAA published a Notice in the Federal Register that advised operators of important mandatory changes to air ambulance flights. The agency also included a provision to encourage the use of NVGs and Terrain Awareness Warning Systems. Consistent with NTSB recommendations, all air ambulance operators will comply with Part 135 weather minimums, including repositioning flights with medical crew onboard. The FAA is also providing greater access to weather reporting facilities, and requiring the flight crew to determine a minimum safe altitude and obstacle clearance prior to each flight. The compliance date is no later than February 22, 2009.

    Weather

    In March 2006, the FAA and the University Corporation for Atmospheric Research hosted a weather summit in Boulder, Colorado to identify the air ambulance-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. It improves the quality of go/no-go decisions for air ambulance operators. The tool was fielded in November 2006.

    Night Vision Goggles

    The FAA has a solid record of facilitating safety improvements and new technologies for EMS helicopters, including certification of 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 approximately 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 approximately $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).

    While the FAA encourages use of NVGs where appropriate, they are not a one-size-fits-all solution. Flying at night is not inherently dangerous if rules and procedures are followed. In fact, many operators who do not use NVGs have never had an accident at night.

    Flight Data Recorders

    Flight Data Recorders (FDRs) are not required for air ambulance 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 considering 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 TAWS and did consider the possibility of including rotorcraft in the previous 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 use in air ambulance operations required study of TAWS interoperability within the lower altitude environment, and possible 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 were subsequently reviewed by the FAA’s Aircraft Certification Service and on December 17, 2008, the FAA issued Technical Standards Order (TSO) C-194 to standardize the manufacture of H-TAWS within the industry.

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    $51,651 Civil Penalty Proposed Against AAA Services


    The Department of Transportation’s Federal Aviation Administration’s proposes a penalty of $51,651 against All American Aviation Services, LLC for FAA drug and alcohol testing regulation violations. All American allowed eight employees in sensitive positions without securing their drug and alcohol testing records, and failed to abide by follow-up testing procedures on two marijuana-positive testees.

    One employee who tested positive was excluded from the random testing program, and one employee who failed a test failed to provide the return to duty test result.

    The discrepancies came to light during a March 2013 inspection where the company’s antidrug and alcohol misuse prevention program was audited.

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    Revised Safety Rating for India

    India’s Directorate General of Civil Aviation (DGCA) has been notified that the US is downgrading its aviation safety ranking, based on failure to meet the standards of the ICAO. The International Civil Aviation Organization regulates technical, training, inspection, records, airworthiness, and operations standards. The safety downgrade is partially due to a September FAA audit which found 33 DGCA deficiencies including too few experts, maintenance deficits and poor documentation.

    India’s being lowered to safety category II means that there will be consequences affecting Air India and Jet Airways Indian flights.

    See the release below:

    Press release: FAA Announces Revised Safety Rating for India
    The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today announced that India has been assigned a Category 2 rating under its International Aviation Safety Assessment (IASA) program, based on a recent reassessment of the country’s civil aviation authority. This signifies that India’s civil aviation safety oversight regime does not currently comply with the international safety standards set by the International Civil Aviation Organization (ICAO); however, the United States will continue to work with India’s Directorate General for Civil Aviation (DGCA) to identify the remaining steps necessary to regain Category 1 status for India. With a Category 2 rating, India’s carriers can continue existing service to the United States, but will not be allowed to establish new service to the United States.

    India achieved a Category 1 rating, signifying compliance with ICAO standards, in August 1997. A December 2012 ICAO audit identified deficiencies in the ICAO-set global standards for oversight of aviation safety by India’s Directorate General of Civil Aviation (DGCA). Subsequently, the FAA began a reassessment of India’s compliance with ICAO standards under the FAA’s IASA program, which monitors adherence to international safety standards and practices. The FAA has consulted extensively with the DCGA and other relevant Indian government ministries during its evaluation, including consultations in India in September and early December, and meetings this week in Delhi.

    “U.S. and Indian aviation officials have developed an important working relationship as our countries work to meet the challenges of ensuring international aviation safety. The FAA is available to work with the Directorate General of Civil Aviation to help India regain its Category 1 rating,” said FAA Administrator Michael Huerta.

    The Government of India has made significant progress towards addressing issues identified during the September 2013 IASA assessment. On January 20, the Government of India took further steps to resolve outstanding issues when the Indian Cabinet approved the hiring of 75 additional full-time inspectors. The United States Government commends the Indian government for taking these important actions, and looks forward to continued progress by Indian authorities to comply with internationally mandated aviation safety oversight standards.

    Additional Background on the FAA’s IASA Program:

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

    A Category 2 rating means a country either lacks laws or regulations necessary to oversee air carriers in accordance with minimum international standards, or that its civil aviation authority – equivalent to the FAA for aviation safety matters – is deficient in one or more areas, such as technical expertise, trained personnel, record-keeping or inspection procedures.

    Countries with air carriers that fly to the United States must adhere to the safety standards of ICAO, the United Nations’ technical agency for aviation that establishes international standards and recommended practices for aircraft operations and maintenance.

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  • IATA Press Release: Improvements

    Demand Improvements Continue in March – Expect Volcano-Related Dip in April
    Geneva – The International Air Transport Association (IATA) announced that March 2010 international scheduled air traffic showed continued strengthening of demand. Compared to March 2009, passenger demand was up 10.3%, while cargo demand grew 28.1%. Both are improvements from the 9.0% and 26.3% growth for passenger and freight demand recorded in February.

    These are strong gains, but the data is being compared to March 2009, which was the low point for international air travel during the recession. “March results show that the pace of the upturn is strong. But the trauma of the recession is not over. The industry has lost two years of growth, and passenger and freight markets are still 1% below early 2008 highs. Nonetheless, the pace of improvement, based on an improving global economic situation, is much faster than anybody would have expected even six months ago,” said Giovanni Bisignani, IATA’s Director General and CEO. IATA noted that the International Monetary Fund revised global GDP growth forecasts from 3.0% to 4.3% for 2010.

    With a 78.0% load factor recorded in March, passenger load factors remain at record highs. While demand expanded by 10.3% in March, capacity increases stood at 2.0%, boosting the load factor and creating much tighter supply and demand conditions. Global capacity remains 3-4% below pre-crisis levels.

    International freight markets are also experiencing tighter supply and demand conditions. The 28.1% improvement in demand outpaced the 5.3% capacity expansion in March. This drove freight load factors to 57.1% — the highest since November 2002 when international freight load factors stood at 58.8%.

    International Passenger Demand
    Regional demand patterns continue to reflect the asymmetrical nature of the economic rebound.

    • Asia-Pacific carriers posted strong demand growth of 12.6%, against a capacity expansion of 1.3%. The strength of the rebound in the region’s economies is supporting Asia-Pacific’s demand improvement. China’s economy grew by 11.9% in the first quarter while India’s economy is growing by 7.0%. There is also greater optimism for a return to economic growth in Japan.
    • European carriers posted traffic growth of 6.0%, considerably weaker than the global improvements, but better than the 4.0% growth in February. This is the result of sluggish home economies and continuing high unemployment rates. European carriers reduced capacity by 0.8% compared to the previous year.
    • North American carriers posted a traffic growth of 7.8%, lagging the global average, although considerably improved from the 4.4% recorded in February. Uncertainty over government budget cuts and tax increases is dampening demand for air travel, compared to other regions, particularly Asia-Pacific. North American carriers posted the highest load factor among the regions (81.6%) as a result of continuing careful capacity management.
    • Middle Eastern carriers recorded the strongest traffic growth at 25.9%. While economic growth of 5% in the region is supporting some of this increase, a large part is attributed to market share gains on long-haul markets, connecting passengers over Middle Eastern hubs. Load factors of 76.2% were slightly below the global average.
    • African carriers are now starting to see improving growth, having suffered market share declines for several years. During March, demand was up 13.6% and load factors grew to 67.4% for the month.
      Latin American carriers posted the weakest growth of any region, increasing only 4.6% in March. This is in sharp contrast to February when the region’s carriers grew by 8.5%. The reduction is largely due to the impact of the earthquake in Chile.

    International Cargo Demand

    Global air freight is now within 1% point of recovering to its previous high point of early 2008. International air freight volumes shrank by over one quarter during the second half of 2008. The upturn in the business inventory cycle has almost eliminated that decline, although the upturn for international air freight has taken twice as long as the collapse.

    Despite the sluggish US economy, North American carriers have seen an international freight rebound (+32.2%). Both export and import volumes are very strong in the emerging economies of Asia-Pacific (+34.1%) and in Latin America which recorded the strongest growth at 47.9%.

    European carriers showed the weakest improvement in freight demand at 11.7%, largely due to the slow economic recovery in the region.
    The strong traffic recovery is expected to show a dip in April as a result of the eruption of an Icelandic volcano in April that saw the shutdown of large portions of European airspace over a six-day period. “European carriers were already showing the weakest recovery from the financial crisis through March. The volcanic ash crisis hit the weakest part of the industry the hardest. The majority of the US$1.7 billion in lost revenues was by Europe’s carriers. Passenger confidence is not affected and we expect a quick rebound. The combined impact of lost business and added costs will certainly hit the bottom line,” said Bisignani.

    March Aviation Traffic Results

    Mar 2010 vs. Mar 2009 RPK Growth ASK Growth PLF FTK Growth AFTK Growth
    Africa 13.6% 11.0% 67.4 45.8% 8.9%
    Asia/Pacific 12.6% 1.3% 79.1 34.1% 12.5%
    Europe 6.0% -0.8% 78.1 11.7% -5.2%
    Latin America 4.6% -0.7% 73.3 47.9% 24.6%
    Middle East 25.9% 14.8% 76.2 35.5% 15.0%
    North America 7.8% 0.6% 81.6 32.2% -1.1%
    Industry 10.3% 2.0% 78.0 28.1% 5.3%
    YTD 2010 vs. YTD 2009 RPK Growth ASK Growth PLF FTK Growth AFTK Growth
    Africa 10.4% 8.2% 67.0 34.6% 7.4%
    Asia/Pacific 10.5% 0.3% 78.6 35.9% 11.1%
    Europe 4.3% -0.6% 75.7 10.3% -6.6%
    Latin America 8.2% 1.4% 77.0 40.3% 22.2%
    Middle East 25.0% 15.8% 75.1 34.0% 17.0%
    North America 5.0% -1.5% 78.4 31.6% -3.0%
    Industry 8.6% 1.6% 76.6 27.8% 4.0%

    Notes for Editors:

    • IATA (International Air Transport Association) represents some 230 airlines comprising 93% of scheduled international air traffic
    • Explanation of measurement terms:
      • RPK: Revenue Passenger Kilometres measures actual passenger traffic
      • ASK: Available Seat Kilometres measures available passenger capacit
      • PLF: Passenger Load Factor is % of ASKs used. In comparison of 2009 to 2008, PLF indicates point differential between the periods compare
      • FTK: Freight Tonne Kilometres measures actual freight traffi
      • AFTK: Available Freight Tonne Kilometres measures available total freight capacit
      • FLF: Freight Load Factor is % of AFTKs used
    • IATA statistics cover international scheduled air traffic; domestic traffic is not included
    • All figures are provisional and represent total reporting at time of publication plus estimates for missing data. Historic figures may be revised
    • International passenger traffic market shares by region in terms of RPK are: Europe 37.6%, Asia-Pacific 28.8%, North America 15.2%, Middle East 11.0%, Latin America 4.1%, Africa 3.3%
    • International freight traffic market shares by region in terms of FTK are: Asia-Pacific 44.9%, Europe 24.7%, North America 15.9%, Middle East 10.4%, Latin America 2.8%, Africa 1.3%
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  • Cooperation to Keep Flying Secure


    December 30, 2009

    Geneva – The International Air Transport Association (IATA) reiterated that the security of passengers and employees is a top priority for the aviation industry. IATA urged the United States Department of Homeland Security (DHS) and its Transportation Security Administration (TSA) to partner with industry to identify the most effective and efficient ways to address the evolving security challenge in light of the foiled terrorist plot to down a Detroit-bound aircraft.

    In a letter to Homeland Security Secretary Napolitano, IATA’s Director General and CEO Giovanni Bisignani appreciated the swift reaction of DHS to maintain the confidence of the flying public and airline employees.

    Bisignani noted the need for short-term temporary and extra-ordinary security measures until the immediate threat has abated. But he cautioned Secretary Napolitano that long-term solutions must include improved technology and effective risk assessment techniques. “The air transport system cannot support 100% pat-down searches over the long term.” IATA is recommending a smaller percentage of intensive pat downs accompanied by technologies or proportionate screening procedures as a means to achieve near-term security requirements with reduced delays.

    While security is a government responsibility, it is a shared priority with industry. Bisignani urged DHS to allow the current short-term measures to be urgently followed-up by a comprehensive DHS/industry review of security systems to address existing and evolving security threats.

    The failed Detroit terror plot emphasized two key realities: the global nature of the threat and the need for effective cooperation and information sharing among and within intelligence organizations. “Effective security needs a system that is built on global harmonization, effective information exchange, industry/government cooperation, risk assessment and efficient technology. This is how we made flying the safest way to travel. We must take the same approach with security,” said Bisignani.

    Numbers illustrate the scale of the challenge. In the 12 months to September 2009, air transport connected 2.2 billion passengers safely and securely. This includes 820 million international travelers of which 140 million were international travelers on US routes. Another component is the US domestic market which accounts for 620 million travelers. “We live on an interconnected planet. Effective security cannot be achieved with a silo-approach,” said Bisignani.

    As governments, with industry, review security in the days and weeks ahead, Bisignani urged a long-term re-think of the security model. “Instead of looking for bad things—nail clippers and rogue bottles of shampoo—security systems need to focus on finding bad people. Adding new hardware to an old system will not deliver the results we need. It is time for governments to invest in a process built around a check point of the future that combines the best of screening technology with the best of intelligence gathering. Such a system would give screeners access to important passenger data to make effective risk assessments. The data is being collected. The technology exists. Industry is supportive. Now ICAO and governments must work together to make such a process a reality with global harmonization and data-sharing,” said Bisignani.

    Each year airlines and their passengers invest US$5.9 billion in security measures.

    IATA (International Air Transport Association) represents some 230 airlines comprising 93% of scheduled international air traffic.

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