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NTSB ADVISORY: NTSB TO MEET ON FINAL REPORT ON COLGAN AIR DASH-8 ACCIDENT NEAR BUFFALO, NEW YORK

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  • Press Release: FAA Awards Contracts to Accelerate Environmentally Friendly Technology

    June 24, 2010

    WASHINGTON – The Federal Aviation Administration (FAA) today announced $125 million in contracts to develop and demonstrate technologies that will reduce commercial jet fuel consumption, emissions and noise. The contracts are part of the FAA’s Continuous Lower Energy, Emissions and Noise (CLEEN) program — to speed the introduction of “green” technology into aviation.

    “The FAA is working with the aviation community to aggressively meet critical environmental and energy goals,” said FAA Administrator Randy Babbitt. “The CLEEN program is a central piece of the Next Generation air traffic modernization environmental strategy.”

    The FAA is contracting with Boeing, General Electric, Honeywell, Pratt & Whitney, and Rolls-Royce-North America.

    The five companies will research and demonstrate a variety of technologies, including: sustainable alternative aviation fuels; lighter and more efficient gas turbine engine components; noise-reducing engine nozzles; advanced wing trailing edges; optimized flight trajectories using onboard flight management systems; and open rotor and geared turbofan engines.

    The five contracts are expected to total $125 million over the five-year span of the program. Under this “cost sharing” arrangement the companies will match or exceed the FAA’s contribution, bringing the overall value of the program to more than $250 million.

    The CLEEN program helps develop environmentally friendly and energy efficient aircraft and engine technology that could be introduced into the commercial aircraft fleet beginning in 2015.

    The goals of these research and demonstration efforts include: a reduction in fuel burn by 33 percent; a reduction of nitrogen oxide emissions by 60 percent; and a reduction in cumulative aircraft noise levels by 32 decibels.

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    NTSB PROVIDES INVESTIGATIVE UPDATE AND PHOTO OPPORTUNITY OF LAB WORK RELATED TO BOEING 787 BATTERY FIRE IN BOSTON


    January 23, 2013
    WASHINGTON – Tomorrow, National Transportation Safety Board Chairman Deborah A.P. Hersman will provide an update on the NTSB’s investigation of the Jan. 7 fire aboard a Japan Airlines (JAL) Boeing 787 at Logan International Airport in Boston.

    Chairman Hersman will brief credentialed members of the news media on the progress of the investigation, after which she and senior staff will take questions. Those unable to attend in person can call in to a teleconference line.

    Reporters will then be invited to view the materials laboratory where the battery is being examined. Photography will be allowed but no “stand-ups” or taped reporting from the lab will be permitted.

    For planning purposes, RSVP is required for those planning to either attend in person or call in.

    Location: NTSB Boardroom and Conference Center, 429 L’Enfant Plaza East, SW, Washington, DC

    Date: Thursday, January 24, 2013

    Time: 2:30 p.m.

    Participants: Chairman Deborah A.P. Hersman; John DeLisi, Director of NTSB Office of Aviation Safety; and Dr.
    Joseph Kolly, Director, NTSB Office of Research and Engineering.

    The following factual information has been developed about the battery: It consists of eight cells of 3.7 volts each. All eight cells had varying degrees of thermal damage. Six of eight cells have been CT scanned and have been disassembled to expose their electrodes. All electrode windings in the battery are in the process of being photo-documented and are undergoing microscopic examination. In the coming days, the remaining two cells will undergo the same examination. Additional information will be provided tomorrow.

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    Delta Offers Winter Weather Travel Assistance to Customers Across U.S. Southeast, East Coast

    Customers encouraged to make changes, check flights at delta.com

    ATLANTA, Dec. 23, 2010 – Delta Air Lines (NYSE: DAL) is offering customers whose flight plans may be affected by winter weather expected this weekend across the U.S. Southeast and East Coast 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 the following cities may immediately rebook for travel before or after their original travel dates as long as new flights are ticketed and rescheduled travel begins by Dec. 29, 2010.

    • Atlanta (for travel originally booked for Saturday and Sunday, Dec. 25-26)
    • Baltimore (for travel originally booked for Sunday and Monday, Dec. 26-27)
    • Boston (for travel originally booked for Sunday and Monday, Dec. 26-27)
    • Newark (for travel originally booked for Sunday and Monday, Dec. 26-27)
    • New York City (for travel originally booked for Sunday and Monday, Dec. 26-27)
    • Washington, D.C. (for travel originally booked for Sunday and Monday, Dec. 26-27)

    Flight delays are possible at these airports 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. 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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    NTSB ISSUES SECOND INVESTIGATIVE UPDATE ON SOUTHWEST AIRLINES ACCIDENT IN NEW YORK

    August 6, 2013
    WASHINGTON – In its continuing investigation of the July 22 accident in which Southwest Airlines flight 345, a B-737-700, landed hard at New York’s LaGuardia Airport (LGA), the National Transportation Safety Board has developed the following factual information:

    • The captain has been with Southwest for almost 13 years and has been a captain for six of those years. The captain has over 12,000 total flight hours, over 7,000 of which are as pilot-in-command. In 737s, the captain has over 7,900 hours, with more than 2,600 as the pilot-in-command.

    • The first officer has been with Southwest for about 18 months. The pilot has about 5,200 total flight hours, with 4,000 of those as pilot-in-command. In 737s, the first officer has about 1,100 hours, none of which are as the pilot-in-command.

    • This was the first trip the flight crew had flown together and it was the second leg of the trip. The first officer had previous operational experience at LGA, including six flights in 2013. The captain reported having flown into LGA twice, including the accident flight, serving as the pilot monitoring for both flights.

    • The en route phase of the flight, which originated in Nashville, was characterized by the flight crew as routine. On approach into LGA, the first officer was the pilot flying and the captain was the pilot monitoring. SWA 345 was cleared for the ILS Runway 04 approach.

    • The weather in the New York area caused the accident flight to enter a holding pattern for about 15 minutes. The crew reported that they saw the airport from about 5-10 miles out and that the airplane was on speed, course and glideslope down to about 200-400 feet.

    • The crew reported that below 1,000 feet, the tailwind was about 11 knots. They also reported that the wind on the runway was a headwind of about 11 knots.

    • SWA 345 proceeded on the approach when at a point below 400 feet, there was an exchange of control of the airplane and the captain became the flying pilot and made the landing.

    • The jetliner touched down on the runway nose first followed by the collapse of the nose gear; the airplane was substantially damaged.

    At this point in the investigation, no mechanical anomalies or malfunctions have been found. A preliminary examination of the nose gear indicated that it failed due to stress overload.

    Investigators have collected five videos showing various aspects of the crash landing. The team will be analyzing these recordings in the coming months.

    Parties to the investigation are the Federal Aviation Administration, Boeing Commercial Airplanes, Southwest Airlines, and the Southwest Airlines Pilots Association.

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    Update to “Cold Temperature Restricted Airports” list


    Subject: Update to “Cold Temperature Restricted Airports” list located in Notice to Airmen Publication (NTAP) Graphic Notices. www/faa.gov/air_traffic/publications/notices.

    Purpose: This publication provides operators with information related to cold temperature altitude restrictions. It contains the addition and subtraction of airports to the Cold Temperature Restricted Airports list located in the NTAP.

    Background: In response to recognized safety concerns over cold weather altimetry errors, the Federal Aviation Administration (FAA) completed a risk analysis to determine if current Title 14 of the Code of Federal Regulations (14 CFR) Part 97 instrument approach procedures in the United States National Airspace System (NAS) are at risk during cold temperature operations. From this study the FAA published an NTAP providing pilots a list of airports, the affected segments and procedures needed to correct published altitudes at the restricted temperatures.

    Discussion: Pilots may correct all altitudes from the initial approach fix (IAF) through the missed approach (MA) final holding altitude (All Segments Method). There will be a single temperature in Celsius (C) next to the snowflake ICON to indicate when this procedure will be required. Pilots wishing to use the All Segments Method and familiar with the NTAP procedure for applying a correction are not required to review the NTAP airport list for affected segments. Pilots wishing to continue correcting segment by segment must review the NTAP airports list for segment(s) affected (NTAP Segment(s) Method). The front matter in the FAA U.S Terminal Procedures Publication will also provide this information.

    Added Airports

    Idaho: Driggs-Reed Memorial (KDIJ) (-31C)

    Maine: Greenville Muni (3B1) (-29C)

    New Hampshire: Laconia Muni (KLCI) (-25C), Parlin Field (2B3) (-24C)

    Pennsylvania: Washington County (KAFJ) (-27C)

    South Dakota: Pine Ridge (KIEN) (-33C)

    Washington: Richland (KRLD) (-19C)

    Deleted Airports

    Alaska: Perryville (PAPE), Togiak (PATG), Willow (PAUO), White Mountain (PAWM)

    Colorado: Spanish Peaks Airfield (4V1), McElroy Airfield (20V), Walden-Jackson County (33V)

    Maine: Eastern Slopes Rgnl (KIZG)

    Maryland: Greater Cumberland Rgnl (KCBE)

    Massachusetts: Walter J. Koladza (KGBR)

    Minnesota: St Paul Downtown Holman Fld (KSTP), Tower Municipal (12D)

    Montana: Cut Bank Intl (KCTB), Deer Lodge City County (38S)

    Nevada: Carson (KCXP), Minden-Tahoe (KMEV)

    New Hampshire: Dillant-Hopkins (KEEN)

    New Mexico: Taos Rgnl (KSKX)

    New York: Dansville (KDSV), Massena Intl-Richards Field (KMSS), Hamilton Muni (KVGC), Cortland County-Chase Field (N03), Randall (06N), Schenectady County (KSCH)

    North Dakota: Watford City Muni (S25)

    Oregon: Astoria Rgnl (KAST)

    Pennsylvania: Seamans Field (9N3)

    The current T-XX°C/XX°F icon will be changed to T-XX°C.

    This change will be done incrementally on airport approach plates. The icon indicates a cold temperature altitude correction will be required on an approach when the reported temperature is, “at or below” the temperature specified for that airport. During this process, pilots may see temperatures on the current approach plates that are different than the temperature listed in the NTAP. The NTAP temperature is the updated temperature. Pilots may use the temperature published in the current TPP to make corrections if warmer than the NTAP listed temperature.

    Pilots must understand they will be responsible for applying altitude corrections and must advise Air Traffic Control (ATC) when these corrections are to be made on any segment other than the final segment. Air Traffic Control is not responsible for making any altitude corrections and/or advising pilots that an altitude correction is required at a restricted airport.

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    Dassault’s Enhanced Vision System (EVS) Receives FAA Certification for the Falcon 7X

    SAINT-CLOUD, France, February 11, 2011 — Dassault Falcon has received operational certification from the FAA for the Falcon 7X Enhanced Vision System (EVS). This follows certification received from EASA in July, 2010.

    Dassault’s EVS provides an image on the Head-Up Display (HUD) and flight deck displays that enables the pilots to see the terrain and airport environment in low visibility situations such as in fog, haze, snow or at night. It incorporates LCD HUD technology and offers a high quality, brighter video presentation with a unique two-mode setting that optimizes the video for either an approach configuration (to enhance approach and runway lights), or a general purpose configuration. It also takes advantage of special IR video processing developed specifically to minimize visual artifacts and distortion.

    “Incorporating technology that enhances safety and situational awareness is a prime goal in the continuing development of all our programs,” said John Rosanvallon, President and CEO of Dassault Falcon. “This additional certification is further affirmation that we are achieving this goal. Our fully integrated EVS offers advanced features not available on any other system, and has already generated a great deal of interest among the Falcon family,” Rosanvallon added. EVS significantly improves situational awareness, not only during take-off, approach and landing, but also during ground maneuvering.

    In addition to enhanced situational awareness, the Falcon 7X EVS system provides operational credit towards reduced minima in low visibility landing conditions from the published IFR minima down to a minimum of 100 feet above the threshold elevation. This provides minima equivalent to Cat II minimums even on Cat I standard instrument approaches and on non-precision approaches.
    A one day pilot training course, consisting of ground instruction and full flight simulator training (including at least six approaches) is required for operators using EVS.

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