In Honor of TAM

SERVICE:
WHAT: Choral Allegro and Orchestra – Musical Concert “2º Cultural Moment for the Valuation to the Life;
WHEN: 30 of August of 2009 (Sunday), from the 10 hours of the morning;
WHERE: Memorial of Latin America – Simón Audience Bolivar – Street Auro Soares de Moura Andrade, nº 664 (Entered and Parking for Gate 15)
INGRESSIONS: 1 kilo of not-perishable food

The Musical Concert: “2º Cultural Moment for the Valuation to the Life”, will be in the Memorial of Latin America (Street Auro de Moura Andrade, 664, Quarter Deep Bar, São Paulo) at 11 am. The gates will be opene from 10 so for donations. Choral Allegro and Orchestra, the soprano Giovanna Maira, and the tenors Rinaldo Viana, Jorge Duran and Rubens Medina, under the direction and regency of the teacher Renato Misiuk will be participating.

The event has the support of the Choral Allegro and Orchestra, Government of the State of São Paulo, Municipal City hall of São Paulo and Memorial Fundação.

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    Norwegian Air Shuttle Takes First 737 With Boeing Sky Interior


    SEATTLE, Dec. 10, 2010 — Boeing (NYSE: BA) and Norwegian Air Shuttle, which operates commercially as Norwegian, yesterday celebrated the delivery of the airline’s first Next-Generation 737-800 with the new Boeing Sky Interior. Norwegian has scheduled this airplane’s inaugural flight almost immediately following its delivery in mid-December.

    Norwegian, based in Oslo, is the second-largest airline in Scandinavia and has a route portfolio that spans across Europe into North Africa and the Middle East.
    The 737 Boeing Sky Interior features new, modern-sculpted sidewalls and window reveals, larger stow bins and more headroom around the aisle seats. Other features include a quieter cabin, intuitive placement of switches and call buttons, improved sound quality and different interior lighting schemes.

    To date, a total of 60 airlines and leasing companies have ordered the 737 Boeing Sky Interior for more than 1,400 airplanes.

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    NTSB SAFETY RECOMMENDATION

    National Transportation Safety Board
    Washington, DC 20594
    July 30, 2010

    The National Transportation Safety Board makes the following recommendations to the Federal Aviation Administration:

    Conduct research into and document the effects of mountain wave and downslope conditions at airports, such as Denver International Airport, that are located downwind of
    mountainous terrain (including, for example, airports in or near Colorado Springs, Colorado; Anchorage, Alaska; Salt Lake City, Utah; and Reno, Nevada), identify potential
    mountain-wave-related hazards to ground operations at those airports, and disseminate the results to pilots and airport air traffic control personnel to allow for more informed
    runway selection decisions. (A-10-105)

    Archive all low-level windshear alert system (LLWAS) data obtained from Denver International Airport and other airports that experience similar wind conditions and make these data available for additional research and the potential future development of an improved LLWAS algorithm for crosswind and gusty wind alerts on air traffic control tower ribbon display terminals. (A-10-106)

    Modify Federal Aviation Administration Order 7110.65 to require air traffic controllers at airports with multiple sources of wind information to provide pilots with the maximum wind component, including gusts, that the flight could encounter. (A-10-107)

    Review the required documentation for all low-level windshear alert system (LLWAS)-equipped air traffic control towers to ensure that a letter to airmen has been published
    and is easily accessible describing the location and designation of the remote sensors, the capabilities and limitations of the system, and the availability of current LLWAS remote sensor wind information on the request of a pilot, in compliance with Federal Aviation Administration Order 7210.3. (A-10-108)

    Require air traffic control towers to locally develop and implement written runway selection programs that proactively consider current and developing wind conditions and include clearly defined crosswind components, including wind gusts, when considering operational advantage with respect to runway selection. (A-10-109)

    Gather data on surface winds at a sample of major U.S. airports (including Denver International Airport) when high wind conditions and significant gusts are present and use these data to develop realistic, gusty crosswind profiles for use in pilot simulator training programs. (A-10-110)

    Require 14 Code of Federal Regulations Part 121, 135, and 91K operators to incorporate the realistic, gusty crosswind profiles developed as a result of Safety Recommendation A- 10-110 into their pilot simulator training programs. (A-10-111)

    Once realistic, gusty crosswind profiles as asked for in Safety Recommendation A-10-110 are developed, develop a standard methodology, including pilot-in-the-loop testing, for transport-category airplane manufacturers to establish empirically based, type-specific maximum-gusting-crosswind limitations for transport-category airplanes that account for wind gusts. (A-10-112)

    Once a methodology as asked for in Safety Recommendation A- 10-112 has been developed, require manufacturers of transport-category airplanes to develop type-specific, maximum-crosswind takeoff limitations that account for wind gusts. (A-10-113)

    Until the actions described in Safety Recommendation A-10-113 are accomplished, require manufacturers of transport- category airplanes to provide operators with interim crosswind takeoff guidelines that account for wind gusts. (A-10-114)

    Work with U.S. airline operators to review and analyze operational flight data to identify factors that contribute to encounters with excessive winds and use this information to develop and implement additional strategies for reducing the likelihood of wind-related runway excursions. (A-10-115)

    Require cockpit crew seats installed in newly manufactured airplanes that were type certificated before 1988 to meet the crashworthiness standards contained in 14 Code of Federal Regulations 25.562. (A-10-116)

    Require operators to perform periodic inspections on the Burns Aerospace model 2501-5 jumpseats for fatigue cracks within the jumpseat structure and replace the jumpseat if fatigue cracks are found. (A-10-117)

    Require that operators of transport-category airplanes that use galley latches or latch plates secured solely by adhesives that may degrade over time modify the latches to include mechanical fasteners. (A-10-118)

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    American Airlines and American Eagle Add More Service to and From Mexico

    American Also Will Expand Its Existing Codeshare Relationship With Alaska Airlines On Flights Between West Coast and Mexico

    FORT WORTH, Texas, Sept. 27 /PRNewswire/ — American Airlines and its regional affiliate, American Eagle, are increasing their service to and from Mexico. American said the additional service is a result of increased demand, in part related to the suspension of flights by Mexicana Airlines on Aug. 11.

    Here are the new flights to be operated by American Airlines:

    • Dallas/Fort Worth – Mexico City – currently 4 daily round trips, increasing to 5 on Nov. 18.
    • Miami – Mexico City – currently 3 daily round trips, increasing to 4 on Nov. 18.
    • Miami – Cancun – currently 4 daily round trips on weekdays and 5 daily round trips on weekends, increasing to 5 every day of the week on Feb. 10, 2011.
    • Chicago – Mexico City – add one new daily round trip on Dec. 16.

    Here are the new flights to be flown by American Eagle:

  • Dallas/Fort Worth – Guadalajara – currently 2 daily round trips – one on American Airlines and one on American Eagle. On Nov. 18, the route goes to two daily round trips on American. On Dec. 16, the service will increase to 3 daily round trips – one new round trip on American Eagle, in addition to the two round trips on American.
  • Dallas/Fort Worth – Aguascalientes – currently one daily round trip on American Eagle, increasing to two on Nov. 18.
  • Dallas/Fort Worth – Leon – currently 3 daily round trips on American Eagle, increasing to 4 on Dec. 16.
  • Dallas/Fort Worth – Veracruz – new round trip on American Eagle, effective Feb. 10, 2011, pending government approvals.
  • Dallas/Fort Worth – Queretaro – new round trip on American Eagle, effective Feb. 10, 2011, pending government approvals.

Here are additional services to and from Mexico on which American intends to codeshare with Alaska Airlines/Horizon Air. American will place its AA* code on flights operated by Alaska Airlines or Horizon Air in the following U.S.-Mexico markets, implementing the services later this year after all regulatory approvals are received:

  • Los Angeles – Mexico City***
  • Los Angeles – Guadalajara***
  • Los Angeles – La Paz (operated by Horizon Air)
  • Los Angeles – Loreto (operated by Horizon Air)
  • Los Angeles – Mazatlan
  • Los Angeles – Puerto Vallarta
  • Los Angeles – Ixtapa/Zihuatanejo
  • Los Angeles – Manzanillo
  • San Diego – Puerto Vallarta
  • San Francisco – Puerto Vallarta

*** American will be selling both local (Los Angeles area) and connecting service (to/from another American or American Eagle flight from other cities) on these two routes. For all other markets listed, American will sell only connecting service.

About American Airlines

American Airlines, American Eagle and AmericanConnection® serve 250 cities in 40 countries with, on average, more than 3,400 daily flights. The combined network fleet numbers more than 900 aircraft. American’s award-winning website, AA.com®, provides users with easy access to check and book fares, plus personalized news, information and travel offers. American Airlines is a founding member of the oneworld® Alliance, which brings together some of the best and biggest names in the airline business, enabling them to offer their customers more services and benefits than any airline can provide on its own. Together, its members serve nearly 700 destinations in more than 130 countries and territories. American Airlines, Inc. and American Eagle Airlines, Inc. are subsidiaries of AMR Corporation. AmericanAirlines, American Eagle, AmericanConnection, AA.com, We know why you fly and AAdvantage are trademarks of American Airlines, Inc. (NYSE: AMR)

AmericanAirlines® We know why you fly®

Current AMR Corp. releases can be accessed on the Internet.

The address is http://www.aa.com

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    Boeing Receives US Air Force Contract for C-17 Training Devices

    ST. LOUIS, Dec. 22, 2010 — The Boeing Company today announced it has received a contract from the U.S. Air Force to deliver C-17 training devices to three sites. The contract value is $44 million initially and up to $72 million if two options are exercised.

    The first set of devices is an Integrated Training Center (ITC) to be delivered to Wright-Patterson Air Force Base, Ohio, in the first quarter of 2012. The ITC will consist of a weapon systems trainer, pilot and co-pilot station, loadmaster station and related courseware and support equipment. A second weapon systems trainer will be installed at McChord Air Force Base, Wash., in the third quarter of 2012 and a third ITC will go to a new C-17 training site in early 2013.

    “Wright-Patterson is set to receive its first of eight C-17s next year and McChord has 54,” said Mark McGraw, Boeing vice president for Training Systems & Services. “We are proud to add to the Air Force’s training capability and support warfighter readiness with these new devices.”

    The ITCs support pilot and co-pilot instruction in flight operations, mission planning and emergency procedures through computer-based training, advanced aircraft simulation and other desktop training devices. C-17 loadmasters also receive computer-based and aircraft training in addition to training on the loadmaster station, cargo loading models and cargo compartment trainer. Additionally, maintenance personnel can use the ITCs for training on engine run procedures.

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  • NTSB Press Release: Pilot’s Failure to Maintain Altitude caused Maryland State Police Helicopter Crash in Maryland

    Washington, DC – The National Transportation Safety Board today determined that the probable cause of the crash of a Maryland State Police (MSP) helicopter emergency medical services flight was the pilot’s attempt to regain visual conditions by performing a rapid descent and his failure to arrest the descent at the minimum descent altitude during a nonprecision approach.

    On September 27, 2008, an Aerospatiale (Eurocopter), call sign Trooper 2 (N92MD), registered to and operated by the MSP as a public medical evacuation (medevac) flight, impacted terrain in District Heights, Maryland while on approach to Andrews Air Force Base (ADW). The pilot, one flight paramedic, one field provider, and one of two automobile accident patients being transported were killed. The other patient being transported survived with serious injuries from the helicopter accident and was taken to a local hospital.

    The Board found that the pilot failed to adhere to instrument approach procedures when he did not prevent the helicopter’s descent at the MDA. The flight was cleared for an instrument landing system (ILS) approach. After the initial call to the ADW tower, the pilot reported that he could not capture the glideslope and was on a localizer approach. The controller responded that her ILS equipment status display was indicating no anomalies with the equipment. Post accident tests confirmed no anomalies with the instrument approach equipment and testing of the helicopter’s navigation equipment did not find any deficiencies that would have precluded the pilot from capturing the glideslope.

    Furthermore, the Board concluded that although the descent rate and altitude information were readily available through cockpit instruments which the pilot had access to, he likely became preoccupied with looking for the ground, which he could not identify before impact because of the lack of external visual cues. Since there were no recorders on board the accident helicopter, the Safety Board could not determine why the pilot did not use other options available to conduct a safe landing in instrument conditions.

    Several contributing factors to the cause of the accident, the Board noted, were the pilot’s limited recent instrument flight experience, the lack of adherence to effective risk management procedures by the Maryland State Police, the pilot’s inadequate assessment of the weather, which led to his decision to accept the flight, the failure of the Potomac Consolidated Terminal Radar Approach Control (PCT) controller to provide the current Andrews Air Force Base weather observation to the pilot, and the increased workload on the pilot due to inadequate Federal Aviation Administration air traffic control handling by the Ronald Reagan National Airport Tower and PCT controllers.

    As a result of this accident investigation, the Safety Board issued recommendations to the Federal Aviation Administration, the MSP, Prince George’s County, and all public Helicopter Emergency Medical Service operators regarding pilot performance and training, air traffic control deficiencies, patient transport decisions, emergency response and FAA oversight.

    A summary of the findings of the Board’s report will be available on the NTSB’s website at: http://www.ntsb.gov/events/Boardmeeting.htm

    -30-

    Media Contact: Keith Holloway (202) 314-6100
    hollowk@ntsb.gov

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    NTSB says FAA should modify air traffic control procedures

    July 1, 2013
    WASHINGTON – Following the investigation of five incidents in which commercial jetliners came within hazardous proximity of other aircraft while arriving or departing at major U.S. airports, the National Transportation Safety Board today has recommended that the Federal Aviation Administration modify the rules for air traffic controllers to ensure the safe separation of airplanes during go-around maneuvers.

    A go-around – an aborted landing attempt by an airplane on final approach – can be initiated at the direction of ATC or by the flight crew upon a determination that circumstances are unfavorable for a safe landing.

    The safety hazard identified in the five incidents all occurred when an airplane that was on approach to the airport aborted the landing attempt and initiated a go-around maneuver, which put the go-around airplane on a flightpath that intersected with that of another airplane that was either departing or arriving on another runway of the same airport.

    Although current FAA procedures have specific requirements for ensuring the separation between two airplanes that are departing from different runways but that have intersecting flightpaths, they do not prohibit controllers from clearing an airplane to land at a time when it would create a potential collision hazard with another aircraft if the pilots of the landing airplane perform a go-around.

    In such situations, a flight crew performing a go-around may be put into the position of having to execute evasive maneuvers at low altitude and high closing speeds with little time to avoid a mid-air collision. The NTSB has determined that existing FAA separation standards and operating procedures are inadequate and need to be revised to ensure the safe separation between aircraft near the airport environment.

    The NTSB has recommended that the FAA modify air traffic control procedures so that an airplane that executes a go-around instead of landing as expected, will not be put on a potential collision course with another airplane either in the process of landing or departing.

    The incidents upon which this safety recommendation is based are listed below.

    • Las Vegas McCarran International Airport
    On July 30, 2012, at 1:44 p.m., a Spirit Airlines A-319 was executing a go-around as a Dotcom Cessna Citation 510 was on short final for landing on another runway. The two planes came within about 1,300 feet laterally and 100 feet vertically of each other.

    • New York John F. Kennedy International Airport
    On July 30, 2012, at 4:04 p.m., an American Airlines B-737 was executing a go-around as a Pinnacle Airlines CRJ 200 regional jet was departing from another runway. The two planes came within about 1,800 feet laterally and 300 feet vertically of each other.

    • Charlotte-Douglas International Airport
    On July 14, 2012, at 11:44 a.m., an ExpressJet Embraer 145 regional jet was executing a go-around as an Air Wisconsin Canadair RJ was departing from another runway. The two planes came within about 1,000 feet laterally and 400 feet vertically of each other.

    • Las Vegas McCarran International Airport
    On April 26, 2012, at 11:25 a.m., a JetBlue Airways A-320 was executing a go-around as a Learjet 60 business jet was departing from another runway. The two planes came within about 1,800 feet laterally and 100 feet vertically of each other.

    • Las Vegas McCarran International Airport
    On January 27, 2006, at 5:44 p.m., a near mid-air collision occurred when a United Airlines A-320 was executing a go-around as an American Airlines B-757 jet was departing from another runway. The two planes came within about 1,400 feet laterally and 300 feet vertically of each other.

    The complete safety recommendation letter to the FAA, which includes additional information about the incidents referenced above, is available at http://go.usa.gov/busC.
    ###

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