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NTSB Releases Safety Recommendations

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  • Concrete Alternatives

    Alternative to Disaster
    Short runways are an unavoidable problem when there is a shortage of land and it is not possible to have the standard 1,000 feet overrun. Judging by the Tam air disaster, not all country’s airports have the technology to prevent major aircraft mishaps, technology such as EMAS. EMAS–Engineered Material Arresting Systems–was developed by the Federal Aviation Administration (FAA) and ESCO (Engineered Arresting Systems Corporation). EMAS acts as a buffer to slow down aircraft that overrun the length of the runway. All it takes is a bed of crushable concrete–cellular cement material that crushes under the weight of an aircraft, resulting in guaranteed deceleration of the aircraft.
    Features of Engineered Material Arresting Systems
    FAA-approved
    Permits reduction of standard RSA
    Shortens standard RSA to 600 feet
    Meets FAA AC 150/5220-22
    Features material customized to each runway’s aircraft fleet
    After arrestment, ARFF vehicles can easily maneuver on even damaged EMAS surface

    EMAS Fact Sheet

    For Immediate Release

    June 15, 2007
    Contact: Marcia Adams

    Phone: (202) 267-3488

    Engineered Material Arresting System (EMAS)

    Background

    The Federal Aviation Administration (FAA) requires that commercial airports, regulated under Part 139 safety rules, have a standard Runway Safety Area (RSA) where possible. At most commercial airports the RSA is 500 feet wide and extends 1000 feet beyond each end of the runway. The FAA has this requirement in the event that an aircraft overruns, undershoots, or veers off the side of the runway. The most dangerous of these incidents are overruns, but since many airports were built before the 1000-foot RSA length was adopted some 20 years ago, the area beyond the end of the runway is where many airports cannot achieve the full standard RSA. This is due to obstacles such as bodies of water, highways, railroads, and populated areas or severe drop-off of terrain.

    The FAA has a high-priority program to enhance safety by upgrading the RSAs at commercial airports and provide federal funding to support those upgrades. However, it still may not be practical for some airports to achieve the standard RSA. The FAA, knowing that it would be difficult to achieve a standard RSA at every airport, began conducting research in the 1990s to determine how to ensure maximum safety at airports where the full RSA cannot be obtained. Working in concert with the University of Dayton, the Port Authority of New York and New Jersey, and the Engineered Arresting Systems Corporation (ESCO) of Logan Township, NJ, a new technology emerged to provide an added measure of safety. An Engineered Materials Arresting System (EMAS) uses materials of closely controlled strength and density placed at the end of a runway to stop or greatly slow an aircraft that overruns the runway. The best material found to date is a lightweight, crushable concrete. When an aircraft rolls into an EMAS arrestor bed, the tires of the aircraft sink into the lightweight concrete and the aircraft is decelerated by having to roll through the material.

    Benefits of the EMAS Technology

    The EMAS technology provides safety benefits in cases where land is not available, where it would be very expensive for the airport sponsor to buy the land off the end of the runway, or where it is otherwise not possible to have the standard 1,000-foot overrun. This technology is now in place at 18 airports with installation under contract at six additional airports. A standard EMAS installation extends 600 feet from the end of the runway. An EMAS arrestor bed can still be installed to help slow or stop an aircraft that overruns the runway, even if less than 600 feet of land is available.

    Current FAA Initiatives

    The Office of Airports prepared an RSA improvement plan for the runways at approximately 575 commercial airports in 2005. This plan allows the agency to track the progress and to direct federal funds for making all practicable improvements, including the use of EMAS technology.

    Presently, the EMAS system developed by ESCO using crushable concrete is the only system that meets the FAA standard. However, FAA is conducting research through the Airport Cooperative Research Program (project number 07-03) that will examine alternatives to the existing approved system. The results of this effort are expected in 2009. More information on the project can be found at the Transportation Research Board website at http://www.trb.org/CRP/ACRP/ACRP.asp.

    EMAS Arrestments

    To date, there have been four incidents where the technology has worked successfully to keep aircraft from overrunning the runway and in several cases has prevented injury to passengers and damage to the aircraft.

    • May 1999: A Saab 340 commuter aircraft overran the runway at JFK
    • May 2003: Gemini Cargo MD-11 was safely decelerated at JFK
    • January 2005: A Boeing 747 overran the runway at JFK
    • July 2006: Mystere Falcon 900 airplane ran off the runway at the Greenville Downtown Airport in South Carolina

    EMAS Installations

    Currently, EMAS is installed at 24 runway ends at 19 airports in the United States. With plans to install 12 additional EMAS systems at seven more U.S. airports.

    Airport Location # of Systems Installation Date
    JFK International Jamaica, NY 1 1996
    Minneapolis St. Paul Minneapolis, MN 1 1999
    Little Rock Little Rock, AR 2 2000/2003
    Rochester International Rochester, NY 1 2001
    Burbank Burbank, CA 1 2002
    Baton Rouge Metropolitan Baton Rouge, LA 1 2002
    Greater Binghamton Binghamton, NY 2 2002
    Greenville Downtown Greensville, SC 1 2003
    Barnstable Municipal Hyannis, MA 1 2003
    Roanoke Regional Roanoke, VA 1 2004
    Fort Lauderdale International Fort Lauderdale, FL 2 2004
    Dutchess County Poughkeepsie, NY 1 2004
    LaGuardia Flushing, NY 2 2005
    Boston Logan Boston, MA 2 2005/2006
    Laredo International Laredo, TX 1 2006
    San Diego International San Diego, CA 1 2006
    Teterboro Teterboro , NJ 1 2006
    Chicago Midway Chicago, IL 1 2006
    Merle K (Mudhole) Smith Cordova, AK 1 2007

    Additional Projects Currently Under Contract

    Location # of Systems Expected Installation Date
    Charleston, WV 1 June 2007
    Chicago Midway 3 Spring/Summer 2007
    Wilkes-Barre Scranton, PA 1 Fall 2007
    JFK International 1 Fall 2007
    Chicago O’Hare 2 Spring 2008
    Telluride, CO 2 TBD
    Manchester, NH 1 Spring 2008
    Newark Liberty, NJ 1 Spring 2008
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    NTSB RELEASES 2009 AVIATION ACCIDENT STATST


    FOR IMMEDIATE RELEASE: April 8, 2010

    NTSB RELEASES 2009 AVIATION ACCIDENT STATISTICS; ON-DEMAND ACCIDENTS AT LOWEST LEVEL IN LAST 20 YEARS

    Washington, D.C. – The National Transportation Safety Board today released preliminary aviation accident statistics for 2009 showing an overall decrease in U. S. civil aviation accidents that includes general aviation and on-demand Part 135 operations. In fact, on-demand Part 135 operations had the lowest number of accidents and fatal accidents for that type of air operation in the last 2 decades.

    The total number of U.S. civil aviation accidents decreased from 1,658 in 2008 to 1,551 in 2009. Total fatalities also showed a decrease from 566 to 534. The majority of these fatalities occurred in general aviation and scheduled Part 121 operations.

    General aviation accidents decreased from 1,566 in 2008 to 1,474 in 2009. There were 272 fatal general aviation accidents, down from 275 the year before. However, the accident rate increased to 7.20 per 100,000 flight hours in 2009 from 6.86 in 2008, due to the decrease in the number total of flight hours. Although fatalities decreased from 494 to 474, the fatal accident rate increased to from 1.21 to 1.33.

    Last year, one fatal accident occurred involving a scheduled Part 121 operator. On February 12, 2009, a Colgan Air, Inc., Bombardier DHC-8- 400, operating as Continental Connection flight 3407, crashed outside of Buffalo , New York, resulting in 50 fatalities.

    On-demand Part 135 operations reported 47 accidents in 2009, a decrease from 58 in 2008. Fatalities also decreased from 69 in 2008 to 17 in 2009. The accident rate decreased to 1.63 per 100,000 flight hours in 2009 from 1.81 in 2008.

    Tables 1-12 providing additional statistics are available at: http://www.ntsb.gov/aviation/Stats.htm

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    American Traveling Public Says ‘There Has to Be a Better Way’ to Conduct Air Travel Security Screening

    Overwhelming Majority Support a Trusted Traveler Program That Could Help Spur $84.6 Billion in More Travel

    Blue Ribbon Panel of Experts Convened By U.S. Travel Association to Make Recommendations in Coming Weeks

    WASHINGTON, Dec. 21, 2010 — As airports begin welcoming passengers during one of the busiest air travel periods of the year, a new survey reveals three in four air travelers believe “there has to be a better way” to conduct air travel security screening. Eight in 10 support a trusted traveler program that would provide alternative screening measures for American citizens who submit to a background check and meet other risk criteria. Respondents would take an average of two to three more trips per year if the hassle involved in flying could be reduced without compromising security. Those additional trips would add $84.6 billion in travel spending and support 888,000 additional jobs, according to research from the U.S. Travel Association.

    “Americans are clamoring for a better way, and it should be a wake-up call for our leaders in Washington,” said Roger Dow, president and CEO of the U.S. Travel Association, which commissioned the survey. “An efficient air travel security screening system that streamlines the process for trusted travelers can strengthen our security and economy. Let’s get to work building the system Americans crave.”

    A majority of those surveyed believe Congress should make air travel security a top priority in the new term that begins in January.

    According to the Consensus Research Group, which conducted the survey, “Travelers’ frustration with the system is not limited to just one or two security measures. It is across the board and includes a range of issues.”
    Among the survey findings:

    The U.S. Travel Association has convened a Blue Ribbon Panel for Frictionless Aviation Security comprised of industry and security experts and former government officials. The panel will recommend how to improve air travel security in a way that maximizes security and minimizes the burden on travelers. The panel is expected to issue its report in early 2011.

    The survey was conducted online by Consensus Research Group on behalf of the U.S. Travel Association between November 29 and December 10. The survey includes a nationally representative sample of 1,000 business and leisure air travelers who have flown during the past two years, are aged 25 or older, and who reside in the U.S.

    • Having to remove shoes before going through a metal detector received a higher negative response from those surveyed than newly implemented pat-down body searches by Transportation Security Administration (TSA) personnel.
    • Nearly 9 in 10 respondents believe it is possible to achieve an air travel screening system that is both secure and efficient, while virtually the same number believe if we can put a man on the moon, we can create a passenger security system that doesn’t frighten or inconvenience travelers.
    • Three in four air travelers support recruiting more professional security personnel who are trained to use personal observation, dogs and sophisticated computer analyses that have proven to be effective screening techniques in the past.

    One page summary of the survey:

    Travelers Frustrated with National Air Security System Public Believes “There Has To Be a Better Way”
    Three in four American travelers (75%) believe there has to be a better way to provide air travel security than the procedures used today.
    • Two-thirds of air travelers (66%) believe air travel security is a complicated problem and will not accept heavy-handed procedures unless they are more effective and efficient – 72% of business travelers agree.
    • Eight in ten (82%) agree that if we can put a man on the moon, we can create a passenger screening system that doesn’t frighten or inconvenience air travel passengers.
    More travelers describe the current passenger screening process as “inconsistent,” “stressful,” or “embarrassing” than describe it as being “fair” or “effective.”

    Top ten words air travelers use to describe today’s screening procedures:
    o Inconsistent 64% o Stressful 58% o Embarrassing 41% o Intimidating 40% o Intrusive 39%
    o Fair 30% o Ineffective 29% o Effective 23% o Rude 22% o Frightening 16%
    More would travel by air if the screening process was improved – and the economy would benefit.
    • Nearly two in every three air travelers (64%) said they would fly more if security procedures remained as effective but were less intrusive and less time-consuming.
    • Travelers would take an average of two to three more trips a year (2.48/year) if the hassle could be reduced without compromising security effectiveness. These additional trips could add $84.6 billion in spending and 888,000 more jobs.
    • 80% agree there should be alternative screening measures for American citizens who submit to a background check and meet other risk criteria. In fact, half (50%) of those who have traveled recently “strongly agree” with this.
    • Three in four air travelers (74%) support recruiting more professional security personnel who are trained to use personal observation, dogs and sophisticated computer analyses.
    • A majority of air travelers support common-sense measures such as creating a special security lane for frequent travelers (60%) and a special screening lane for families, infrequent travelers and people who need boarding assistance (58%).
    American travelers believe fixing air travel security should be a top priority in the 112th Congress.
    • A majority of air travelers (54%) believe Congress should make air travel security a top priority in the new term that begins in January.

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    Airborne Cell Phones In Legal Eye

    To phone or not to phone, that is the question. Or to update it a little:
    Do radio signals from cell phones disrupt key airplane functions?

    OR

    Are current U.S. cell phone bans outdated and useless at promoting air safety?
    That is today’s question.

    In U.S. air space, cell phones are banned, but all European carriers do not ban cell phone use.

    The U.S. Federal Aviation Administration says cell phones may emit signals that can affect aircraft communications, navigation, and flight control.

    There’s some piggyback legislation in the FAA reauthorization bill that would prohibit cell phone use on planes by anyone other than flight crews or law enforcement. Currently once planes reaches 10,000 feet it is up to the carrier to allow or disallow passengers to turn on most portable electronic devices except cell phones.

    Boeing, for example, prohibits the use.

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    Boeing 787 Smokes Battery in Boston


    On January 7, 2013, a Japan Airlines Boeing 787 Dreamliner Japan-Boston had already landed in Boston, and all 184 passengers had safely disembarked when smoke filled the cabin.

    A fire was found in a battery aboard the plane. Boston Firefighters arrived at 10:40 a.m. and put out the fire.

    Passengers were provided alternative transportation and overnight accommodations.

    Electrical issues in the avionics bay where the battery is located are a known issue in this type of plane, which uses electrical motors instead of hydraulics in certain areas. The auxiliary battery in the compartment kicks in after the engine kicks off. That’s what happened on test flights, and from what I have heard, that is what happened here.

    In George’s Point of View

    Let’s slow down with this great plane. Let’s get the kinks out of it before we put humans on too many of these Dreamliners. Let them stay Dreamliner and not become Nightmareliners. United is starting service but are these planes really ready? There have been engine problems and some spooky events. We don’t read too much about them, but I know they have occurred. I love this plane, I want to fly all over the world in it, and if I live long enough, I will, but, is it ready?

    According to the NTSB report below, the NTSB seems to agree with me that incidents like this warrant investigation.

    Press Release
    WASHINGTON– Investigators with the National Transportation Safety Board are gathering information regarding reports of smoke aboard a Boeing 787 at Boston’s Logan Airport today.

    The Japan Airlines 787 was on the ground and empty of passengers at the time of the incident.

    The NTSB has dispatched an investigator to Boston. Based on a review of the factual information gathered, the NTSB will determine the extent of its investigation.
    Video Below

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