Hanoi - The International Air Transport Association (IATA) released international traffic data for August that confirmed a continuing downturn.
International passenger demand growth slowed to 1.3%, following disappointing growth of 1.9% in July. Passenger load factors fell to 79.2% a sharp drop-off from the 81% recorded during the same period last year as capacity growth outpaced demand.
International freight traffic saw its third consecutive month of contraction with a 2.7% decline following drops of 1.9% in July and 0.8% in June.“Passenger traffic grew by 5.4% in the first half of the year. That slowed to 1.9% in July and 1.3% in August. The contrast between the first half of the year and the last two months is stark,” said Giovanni Bisignani, IATA’s Director General and CEO. “The slowdown has been so sudden that airlines can’t adjust capacity quickly enough.
While the drop in the oil price is welcome relief on the cost side, fuel remains 30% higher than a year ago. And with traffic growth continuing to decline, the industry is still heading for a US$5.2 billion loss this year.”
Air freight has declined for the past three months, led by Asia Pacific carriers that posted a 6.5% decline in July and a 6.8% decline in August. “Airlines carry 35% by value of the goods traded internationally. The three-month decline - led by weakness in Asia-Pacific markets - is a clear indication that global trade is slowing down. This shows that the impact of the financial crisis is broad geographically and will worsen before it gets better,” said Bisignani.
Passenger
Asia Pacific carriers reported a 3.1% contraction, following a 0.5% decline in July. Economic distortions surrounding the Olympics in China and a weakening Japanese economic outlook contributed to the decline. While some recovery in this weak performance is expected in coming months, clearly the region’s economies are feeling the impact of the turmoil in the financial markets.
Middle Eastern carriers saw traffic growth drop to 4.3% following 5.3% in July and well below the 10.6% growth recorded during the first 6 months of the year.
In contrast, international passenger traffic carried by North American airlines accelerated from 4.2% growth in July to 5.2% in August, in Latin America from 8.1% to 11.9% and in Europe from 1.3% to 1.6%.
August is usually the second strongest month of the year, but the 79.2% load factor achieved was 1.8% points lower than last year although scheduled capacity is planned to slow very sharply to the point where it barely grows by the end of the year.
Cargo
The 6.8% decline in international freight shipped by carriers in the Asia Pacific region had the greatest impact as they comprise 45% of the global air cargo markets.
The other big market players also showed weakness. European carriers experienced a 0.9% decline, while US carriers reported weak growth of 0.8%.
Sharp declines in freight traffic in Latin America (-13.2%) reflect restructuring in Brazil with cuts in capacity.
“The industry crisis is deepening and no region is immune. Urgent measures are needed. From taxation to charges and operational efficiencies, all areas impacting the business must be examined for ways to reduce costs and drive efficiencies. It’s a matter of survival,” said Bisignani. Bisignani noted significant progress in Brazil where a Presidential approval for the removal of a fuel tax for international flights was published on 26 September.
“After a two-year campaign, this is great news and the US$411 million savings over the next four years could not be better timed. The challenge is for other governments to follow Brazil’s example, conform with global standards and free the industry of crazy taxation. This is particularly true of India.
Its carriers will post the largest losses outside of the US - US$1.5 billion this year - and they are being crippled by enormous taxation on fuel, particularly in domestic markets,” said Bisignani.
Fonte: IATA 30/09/2008.
terça-feira, 30 de setembro de 2008
NTSB Safety Recommendations A-08-77 and -78
National Transportation Safety Board
Washington, DC 20594
September 30, 2008
The National Transportation Safety Board recommends that the European Aviation Safety Agency:
Require Eurocopter to identify AS-350 and EC-130 helicopter hydraulic pump drive shafts and coupling sleeves with splines that do not meet design specifications and take appropriate action to ensure that these parts (that is, replacement parts and parts to be installed in new helicopters) are expeditiously removed from the supply chain. (A-08-77)
Require operators of Eurocopter AS-350 and EC-130 helicopters to perform a wear check, visual inspection, and lubrication of the hydraulic power assembly splines and coupling sleeve splines in accordance with the latest version of the maintenance manual at the earliest opportunity, and, thereafter, require operators to repeat the wear check, visual inspection, and lubrication of the splined connection at 100-hour intervals, and remove unairworthy parts from service. (A-08-78)
http://ntsb.gov/Recs/letters/2008/A08_77_78.pdf
Fonte: NSTB 30/09/2008.
Washington, DC 20594
September 30, 2008
The National Transportation Safety Board recommends that the European Aviation Safety Agency:
Require Eurocopter to identify AS-350 and EC-130 helicopter hydraulic pump drive shafts and coupling sleeves with splines that do not meet design specifications and take appropriate action to ensure that these parts (that is, replacement parts and parts to be installed in new helicopters) are expeditiously removed from the supply chain. (A-08-77)
Require operators of Eurocopter AS-350 and EC-130 helicopters to perform a wear check, visual inspection, and lubrication of the hydraulic power assembly splines and coupling sleeve splines in accordance with the latest version of the maintenance manual at the earliest opportunity, and, thereafter, require operators to repeat the wear check, visual inspection, and lubrication of the splined connection at 100-hour intervals, and remove unairworthy parts from service. (A-08-78)
http://ntsb.gov/Recs/letters/2008/A08_77_78.pdf
Fonte: NSTB 30/09/2008.
NTSB Safety Recommendations A-08-75 and -76
National Transportation Safety Board
Washington, DC 20594
September 30, 2008
The National Transportation Safety Board recommends that the Federal Aviation Administration:
Require Eurocopter to identify AS-350 and EC-130 helicopter hydraulic pump drive shafts and coupling sleeves with splines that do not meet design specifications and take appropriate action to ensure that these parts (that is, replacement parts and parts to be installed in new helicopters) are expeditiously removed from the supply chain. (A-08-75)
Require operators of Eurocopter AS-350 and EC-130 helicopters to perform a wear check, visual inspection, and lubrication of the hydraulic power assembly splines and coupling sleeve splines in accordance with the latest version of the maintenance manual at the earliest opportunity, and, thereafter, require operators to repeat the wear check, visual inspection, and lubrication of thesplined connection at 100-hour intervals, and remove unairworthy parts from service. (A-08-76)
http://ntsb.gov/Recs/letters/2008/A08_75_76.pdf
Fonte: NTSB 30/09/2008.
Washington, DC 20594
September 30, 2008
The National Transportation Safety Board recommends that the Federal Aviation Administration:
Require Eurocopter to identify AS-350 and EC-130 helicopter hydraulic pump drive shafts and coupling sleeves with splines that do not meet design specifications and take appropriate action to ensure that these parts (that is, replacement parts and parts to be installed in new helicopters) are expeditiously removed from the supply chain. (A-08-75)
Require operators of Eurocopter AS-350 and EC-130 helicopters to perform a wear check, visual inspection, and lubrication of the hydraulic power assembly splines and coupling sleeve splines in accordance with the latest version of the maintenance manual at the earliest opportunity, and, thereafter, require operators to repeat the wear check, visual inspection, and lubrication of thesplined connection at 100-hour intervals, and remove unairworthy parts from service. (A-08-76)
http://ntsb.gov/Recs/letters/2008/A08_75_76.pdf
Fonte: NTSB 30/09/2008.
NTSB INVESTIGATING EMS HELICOPTER CRASH IN MARYLAND
National Transportation Safety Board
Washington, DC 20594
September 28, 2008
The National Transportation Safety Board is investigating this morning's crash of an Emergency Medical Services helicopter in the Maryland suburbs of Washington, D.C.
At about 1:15 a.m. Sunday, September 28, a Maryland State Police helicopter crashed into a wooded area in District Heights, Maryland, approximately 3 miles north of Andrews Air Force Base.
It is reported that of the 5 persons aboard, 4 received fatal injuries.
NTSB Senior Air Safety Investigator Corky Smith is the Investigator in Charge.
NTSB Member Debbie Hersman will serve as principal spokesperson for the on-scene investigation. Keith Holloway is the on-scene press officer.
He can be reached on his cell phone, 202-557-1350.
Fonte: NTSB 30/09/2008.
Washington, DC 20594
September 28, 2008
The National Transportation Safety Board is investigating this morning's crash of an Emergency Medical Services helicopter in the Maryland suburbs of Washington, D.C.
At about 1:15 a.m. Sunday, September 28, a Maryland State Police helicopter crashed into a wooded area in District Heights, Maryland, approximately 3 miles north of Andrews Air Force Base.
It is reported that of the 5 persons aboard, 4 received fatal injuries.
NTSB Senior Air Safety Investigator Corky Smith is the Investigator in Charge.
NTSB Member Debbie Hersman will serve as principal spokesperson for the on-scene investigation. Keith Holloway is the on-scene press officer.
He can be reached on his cell phone, 202-557-1350.
Fonte: NTSB 30/09/2008.
NASA Updates Aviation Safety Data Website
WASHINGTON, Sept. 29 /PRNewswire-USNewswire/ -- NASA will update its National Aviation Operations Monitoring Service, or NAOMS, website Tuesday to add more information from pilot survey responses.
The data files are essentially the same files posted to the website in late 2007 and early 2008. However, the files are packaged differently and contain fewer redactions than the original postings. Therefore, they provide more information from the NAOMS aviation safety surveys. The surveys were conducted from 2001 through 2004.
This release, in Microsoft Excel format, fulfills NASA's commitment to provide as much information as possible without compromising the anonymity and confidentiality promised to survey participants or the commercial confidentiality of the airlines and organizations involved.
It also ensures that aviation safety researchers and the public have access to additional information that may be used to develop future models for safety systems to monitor the National Airspace System. NASA has no plans to post any additional NAOMS information after Sept. 30.
Additional information and the survey responses from the NAOMS project are available at:
http://www.nasa.gov/news/reports/NAOMS.html
SOURCE NASA
Fonte: Flight Safety Information 30/09/2008.
The data files are essentially the same files posted to the website in late 2007 and early 2008. However, the files are packaged differently and contain fewer redactions than the original postings. Therefore, they provide more information from the NAOMS aviation safety surveys. The surveys were conducted from 2001 through 2004.
This release, in Microsoft Excel format, fulfills NASA's commitment to provide as much information as possible without compromising the anonymity and confidentiality promised to survey participants or the commercial confidentiality of the airlines and organizations involved.
It also ensures that aviation safety researchers and the public have access to additional information that may be used to develop future models for safety systems to monitor the National Airspace System. NASA has no plans to post any additional NAOMS information after Sept. 30.
Additional information and the survey responses from the NAOMS project are available at:
http://www.nasa.gov/news/reports/NAOMS.html
SOURCE NASA
Fonte: Flight Safety Information 30/09/2008.
Collision risk high on U.S. airport runways: safety expert
The rate of close calls on airport runways in the United States is up over last year and the risk of a collision is high, a U.S. government investigator said Thursday.
Gerald Dillingham, the General Accountability Office's top expert on aviation safety, told a House of Representatives panel that there were 24 of the most serious kinds of runway incursions — defined as an event in which any aircraft, vehicle or person intrudes in space reserved for takeoff or landing — in fiscal 2008.
That's the same number of serious incursions as last year. But since air travel and airport operations have declined this year, the rate of serious incidents — measured by number of incidents per one million takeoffs and landings — has increased about 10 per cent, Dillingham said.
Both the number and rate of all types of runway incursions, ranging from near collisions to minor incidents in which there was no threat to safety, also are up, he said.
"We all agree … that [the Federal Aviation Administration] has given a higher priority to runway safety," including following several GAO recommendations, Dillingham said. "Despite these actions the risk of runway collisions is still high."
Serious incidents down from high of 53 in 2001
FAA Chief Operating Officer Hank Krakowski said the agency has made "solid progress" this year. He noted that the 24 serious incidents in 2007 were down from a high of 53 incidents in 2001.
Runway incursions are a top safety concern internationally and among U.S. air safety officials. The deadliest disaster in commercial aviation history was a runway incursion in 1977, when 582 were killed in the ground collision of two Boeing 747s at the Tenerife airport in the Canary Islands.
Since 1990, 112 people have died in seven U.S. runway incursions, according to the National Transportation Safety Board.
In December, the GAO warned that air travellers face a high risk of a catastrophic collision on U.S. airport runways because of faltering federal leadership, malfunctioning technology and overworked air traffic controllers.
Dillingham and Krakowski agreed that mistakes by pilots and controllers rather than technology problems were key factors in many incursions.
The most recent serious runway incursion occurred last week at Lehigh Valley International Airport in Allentown, Pa. A United Express flight with 60 passengers had to brake and swerve, avoiding by about three metres a small plane that had landed ahead of it on the same runway.
The National Air Traffic Controllers Union said a trainee in the airport's control tower mistakenly thought the Cessna had left the runway and cleared the United Express flight for takeoff.
http://www.cbc.ca/world/story/2008/09/25/airport-collisions.html
Fonte: Flight Safety Information 30/09/2008.
Gerald Dillingham, the General Accountability Office's top expert on aviation safety, told a House of Representatives panel that there were 24 of the most serious kinds of runway incursions — defined as an event in which any aircraft, vehicle or person intrudes in space reserved for takeoff or landing — in fiscal 2008.
That's the same number of serious incursions as last year. But since air travel and airport operations have declined this year, the rate of serious incidents — measured by number of incidents per one million takeoffs and landings — has increased about 10 per cent, Dillingham said.
Both the number and rate of all types of runway incursions, ranging from near collisions to minor incidents in which there was no threat to safety, also are up, he said.
"We all agree … that [the Federal Aviation Administration] has given a higher priority to runway safety," including following several GAO recommendations, Dillingham said. "Despite these actions the risk of runway collisions is still high."
Serious incidents down from high of 53 in 2001
FAA Chief Operating Officer Hank Krakowski said the agency has made "solid progress" this year. He noted that the 24 serious incidents in 2007 were down from a high of 53 incidents in 2001.
Runway incursions are a top safety concern internationally and among U.S. air safety officials. The deadliest disaster in commercial aviation history was a runway incursion in 1977, when 582 were killed in the ground collision of two Boeing 747s at the Tenerife airport in the Canary Islands.
Since 1990, 112 people have died in seven U.S. runway incursions, according to the National Transportation Safety Board.
In December, the GAO warned that air travellers face a high risk of a catastrophic collision on U.S. airport runways because of faltering federal leadership, malfunctioning technology and overworked air traffic controllers.
Dillingham and Krakowski agreed that mistakes by pilots and controllers rather than technology problems were key factors in many incursions.
The most recent serious runway incursion occurred last week at Lehigh Valley International Airport in Allentown, Pa. A United Express flight with 60 passengers had to brake and swerve, avoiding by about three metres a small plane that had landed ahead of it on the same runway.
The National Air Traffic Controllers Union said a trainee in the airport's control tower mistakenly thought the Cessna had left the runway and cleared the United Express flight for takeoff.
http://www.cbc.ca/world/story/2008/09/25/airport-collisions.html
Fonte: Flight Safety Information 30/09/2008.
Man arrested at Denver airport after bomb threat
DENVER (AP) — Officials at the Denver airport say a passenger is in custody after claiming to have explosives on a Northwest Airlines plane.
Airport spokesman Chuck Cannon says no explosives were found Saturday after the plane was towed away from the terminal and the man arrested.
Cannon says the plane was leaving the gate when the man said he had explosives in his luggage. Northwest spokeswoman Michelle Aguayo Shannon says about 140 people were on the Minneapolis-bound flight.
Passengers were re-screened before continuing on their way.
The situation comes a day after a false bomb threat forced nearly 100 passengers off a Northwest jet waiting for takeoff in Detroit.
Fonte: Flight Safety Information 30/09/2008.
Airport spokesman Chuck Cannon says no explosives were found Saturday after the plane was towed away from the terminal and the man arrested.
Cannon says the plane was leaving the gate when the man said he had explosives in his luggage. Northwest spokeswoman Michelle Aguayo Shannon says about 140 people were on the Minneapolis-bound flight.
Passengers were re-screened before continuing on their way.
The situation comes a day after a false bomb threat forced nearly 100 passengers off a Northwest jet waiting for takeoff in Detroit.
Fonte: Flight Safety Information 30/09/2008.
Pilots warn of laser beam crash
Dozens of pilots have been temporarily blinded by laser pointers when landing
Airline pilots have warned a serious crash is "likely" unless people are stopped from shining laser beams into the cockpits of planes during landing.
The British Airline Pilots' Association (Balpa) said beams dazzled pilots and users were "effectively playing Russian roulette" with passengers' lives.
Dozens of incidents have occurred during 2008, with some pilots handing controls over to co-pilots, Balpa said.
A pilot was temporarily blinded by a laser at Cardiff Airport in August.
Planes have also been targeted while landing at Newcastle, Exeter, Norwich and Heathrow airports.
Dave Reynolds, flight safety officer for Balpa, said a pilot would know his aircraft had been targeted when a spot of light began skipping around the flight deck.
They think it's just another Nintendo game, but this is not a game, it's not a cyber-game, it's extremely dangerous, and it does need to stop
Dave Reynolds, Balpa
"It is a serious distraction at a critical phase of the flight and it is something the authorities need to take very seriously indeed," he said.
Laser incidents were becoming an "increasing nuisance" and it was "only a matter of time before an accident occurs", he said.
A pilot's ability to see can be impaired by flash blindness and pilots affected should go for a hospital check-up to ensure they have suffered no lasting eye damage, he went on to say.
'Not Nintendo'
Powerful laser pointers can be bought over the internet for £40.
The Health Protection Agency said class 3B lasers should not be sold to the general public because they were too powerful for using as pointing devices and could cause serious eye injuries.
Balpa said it had advised police forces to be on the look-out for people hanging round near airports at night with lasers.
"People don't realise - they think it's funny," a spokesman said.
"They think it's just another Nintendo game, but this is not a game, it's not a cyber-game, it's extremely dangerous, and it does need to stop.
"It's like Russian roulette. So far the perpetrators have got away with it, but one day that cartridge won't be a blank. You're playing with the lives of hundreds of people in the air," he added.
http://news.bbc.co.uk/2/hi/uk_news/7641453.stm
Fonte: Flight Safety Information 30/09/2008.
Airline pilots have warned a serious crash is "likely" unless people are stopped from shining laser beams into the cockpits of planes during landing.
The British Airline Pilots' Association (Balpa) said beams dazzled pilots and users were "effectively playing Russian roulette" with passengers' lives.
Dozens of incidents have occurred during 2008, with some pilots handing controls over to co-pilots, Balpa said.
A pilot was temporarily blinded by a laser at Cardiff Airport in August.
Planes have also been targeted while landing at Newcastle, Exeter, Norwich and Heathrow airports.
Dave Reynolds, flight safety officer for Balpa, said a pilot would know his aircraft had been targeted when a spot of light began skipping around the flight deck.
They think it's just another Nintendo game, but this is not a game, it's not a cyber-game, it's extremely dangerous, and it does need to stop
Dave Reynolds, Balpa
"It is a serious distraction at a critical phase of the flight and it is something the authorities need to take very seriously indeed," he said.
Laser incidents were becoming an "increasing nuisance" and it was "only a matter of time before an accident occurs", he said.
A pilot's ability to see can be impaired by flash blindness and pilots affected should go for a hospital check-up to ensure they have suffered no lasting eye damage, he went on to say.
'Not Nintendo'
Powerful laser pointers can be bought over the internet for £40.
The Health Protection Agency said class 3B lasers should not be sold to the general public because they were too powerful for using as pointing devices and could cause serious eye injuries.
Balpa said it had advised police forces to be on the look-out for people hanging round near airports at night with lasers.
"People don't realise - they think it's funny," a spokesman said.
"They think it's just another Nintendo game, but this is not a game, it's not a cyber-game, it's extremely dangerous, and it does need to stop.
"It's like Russian roulette. So far the perpetrators have got away with it, but one day that cartridge won't be a blank. You're playing with the lives of hundreds of people in the air," he added.
http://news.bbc.co.uk/2/hi/uk_news/7641453.stm
Fonte: Flight Safety Information 30/09/2008.
Teen survives, 4 killed in medevac crash
WASHINGTON (CNN) -- Two Maryland State Police personnel, a medical technician and a teenager were killed when a medical evacuation helicopter crashed Sunday in suburban Maryland, police said.
Paramedics carry one of the passengers on a gurney after the Saturday night helicopter crash.
The Maryland State Police helicopter crashed early Sunday morning, killing four of the five people on board, said Col. Terrence Sheridan, superintendent of the Maryland State Police.
The state police identified those killed as: pilot Stephen Bunker, a retired trooper; Trooper 1st Class Mickey Lippy, who was acting as flight paramedic; Tanya Mallard, an emergency medical technician with the Waldorf, Maryland, Rescue Squad; and patient Ashley Younger, 17.
Patient Jordan Wells, 18, survived the crash, according to state police. She was at a hospital in critical condition, Sheridan said.
Federal and state authorities were trying to determine what caused the crash, Sheridan said.
The helicopter was on its way to Prince George's Hospital with Younger and Wells, who had been critically injured in a Charles County, Maryland, car crash. The helicopter went down in a wooded area on a park trail in the Capitol Heights/Ritchie communities, Sheridan said.
Sheridan characterized the crash as the worst in the history of the police department.
"This is a devastating tragedy," he said. "We have had crashes before but never with four dead. This is the worst."
The pilot radioed that he was going back to Andrews Air Force Base to avoid bad weather just before midnight, Brady said. Two ambulances were sent to Andrews to meet the helicopter and carry the patients to the trauma center.
But radio contact with the helicopter was lost and the wreckage was found after a two-hour search, authorities said.
Fonte: Flight Safety Information 30/09/2008.
Paramedics carry one of the passengers on a gurney after the Saturday night helicopter crash.
The Maryland State Police helicopter crashed early Sunday morning, killing four of the five people on board, said Col. Terrence Sheridan, superintendent of the Maryland State Police.
The state police identified those killed as: pilot Stephen Bunker, a retired trooper; Trooper 1st Class Mickey Lippy, who was acting as flight paramedic; Tanya Mallard, an emergency medical technician with the Waldorf, Maryland, Rescue Squad; and patient Ashley Younger, 17.
Patient Jordan Wells, 18, survived the crash, according to state police. She was at a hospital in critical condition, Sheridan said.
Federal and state authorities were trying to determine what caused the crash, Sheridan said.
The helicopter was on its way to Prince George's Hospital with Younger and Wells, who had been critically injured in a Charles County, Maryland, car crash. The helicopter went down in a wooded area on a park trail in the Capitol Heights/Ritchie communities, Sheridan said.
Sheridan characterized the crash as the worst in the history of the police department.
"This is a devastating tragedy," he said. "We have had crashes before but never with four dead. This is the worst."
The pilot radioed that he was going back to Andrews Air Force Base to avoid bad weather just before midnight, Brady said. Two ambulances were sent to Andrews to meet the helicopter and carry the patients to the trauma center.
But radio contact with the helicopter was lost and the wreckage was found after a two-hour search, authorities said.
Fonte: Flight Safety Information 30/09/2008.
GAO: Risk of runway collision still high
WASHINGTON – The rate of close calls on airport runways is up over last year and the risk of a collision is high, a government investigator said Thursday.
Gerald Dillingham, the General Accountability Office's top expert on aviation safety, told a House panel that even though the Federal Aviation Administration “has given a higher priority to runway safety” there were 24 of the most serious kinds of runway incursions – defined as an event in which any aircraft, vehicle or person intrudes in space reserved for takeoff or landing – in fiscal 2008.
That's the same number of serious runway incursions as last year. But since air traffic operations have declined this year, the rate of serious incidents – measured by number of incidents per 1 million takeoffs and landings – increased 5 percent in the first three quarters of fiscal 2008, Dillingham told the House transportation committee's aviation subcommittee.
The rate of all types of runway incursions – ranging from near collisions to minor incidents in which there was no threat to safety – was 6.72 in the first three quarters of 2008, up 10 percent compared to the same three quarters in 2007 and 2001, when the rate was at its previous peak of 6.11, Dillingham said.
“We all agree ... that FAA has given a higher priority to runway safety,” including following several GAO recommendations, Dillingham said. “Despite these actions the risk of runway collisions is still high.”
FAA Chief Operating Officer Hank Krakowski said the agency has made “solid progress” this year. He noted that the 24 serious incidents in 2007 were down from a high of 53 incidents in 2001.
Runway incursions are a top safety concern internationally and among U.S. air safety officials. The deadliest disaster in commercial aviation history was a runway incursion in 1977, when 582 were killed in the ground collision of two Boeing 747s operated by Pan American and KLM Royal Dutch Airlines at the Tenerife airport in the Canary Islands.
Since 1990, 112 people have died in seven U.S. runway incursions, according to the National Transportation Safety Board.
Among the initiatives FAA is taking to boost runway safety:
Installation of electronic mapping equipment in the cockpits of 80 airliners, belonging to four airlines, that will provide the position of the aircraft while on the ground.
Installation of runway status lights over the next three years at 21 airports to signal pilots when a runway is safe to enter or cross.
In the long term, FAA plans for a satellite-based map system on all commercial airliners that will show pilots the location of their aircraft in the air and on the ground, as well as the positions of other planes.
In December, GAO warned that air travelers face a high risk of a catastrophic collision on U.S. airport runways because of faltering federal leadership, malfunctioning technology and overworked air traffic controllers.
Dillingham and Krakowski agreed that mistakes by pilots and controllers rather than technology problems were key factors in many incursions.
The most recent serious runway incursion occurred last week at Lehigh Valley International Airport in Allentown, Pa. A United Express flight with 60 passengers had to brake and swerve at 140 mph to avoid by about 10 feet a small plane on the same runway. The flight crew of the Chicago-bound regional jet spotted the Cessna four-seat propeller plane just ahead of it and aborted takeoff. The Cessna had just landed on the same runway but missed its exit.
The National Air Traffic Controllers Association said a controller training to work in the Allentown airport's tower mistakenly thought the Cessna had left the runway and cleared the United Express flight for takeoff. The association's president, Patrick Forrey, complained that the FAA doesn't have enough controllers to adequately staff some facilities.
FAA officials said the Allentown tower had the number of controllers required by regulatons.
NTSB Chairman Mark Rosenker told The Associated Press he applauds the steps the FAA has taken to reduce runway accidents but worries they may not be enough to head off a disaster.
“The runway incursion issue is the thing that keeps me up at night,” Rosenker said. “We have been very close in recent years to seeing a terrible collision.”
http://www.signonsandiego.com/news/business/20080925-1314-runwaysafety.html
Fonte: Flight Safety Information 30/09/2008.
Gerald Dillingham, the General Accountability Office's top expert on aviation safety, told a House panel that even though the Federal Aviation Administration “has given a higher priority to runway safety” there were 24 of the most serious kinds of runway incursions – defined as an event in which any aircraft, vehicle or person intrudes in space reserved for takeoff or landing – in fiscal 2008.
That's the same number of serious runway incursions as last year. But since air traffic operations have declined this year, the rate of serious incidents – measured by number of incidents per 1 million takeoffs and landings – increased 5 percent in the first three quarters of fiscal 2008, Dillingham told the House transportation committee's aviation subcommittee.
The rate of all types of runway incursions – ranging from near collisions to minor incidents in which there was no threat to safety – was 6.72 in the first three quarters of 2008, up 10 percent compared to the same three quarters in 2007 and 2001, when the rate was at its previous peak of 6.11, Dillingham said.
“We all agree ... that FAA has given a higher priority to runway safety,” including following several GAO recommendations, Dillingham said. “Despite these actions the risk of runway collisions is still high.”
FAA Chief Operating Officer Hank Krakowski said the agency has made “solid progress” this year. He noted that the 24 serious incidents in 2007 were down from a high of 53 incidents in 2001.
Runway incursions are a top safety concern internationally and among U.S. air safety officials. The deadliest disaster in commercial aviation history was a runway incursion in 1977, when 582 were killed in the ground collision of two Boeing 747s operated by Pan American and KLM Royal Dutch Airlines at the Tenerife airport in the Canary Islands.
Since 1990, 112 people have died in seven U.S. runway incursions, according to the National Transportation Safety Board.
Among the initiatives FAA is taking to boost runway safety:
Installation of electronic mapping equipment in the cockpits of 80 airliners, belonging to four airlines, that will provide the position of the aircraft while on the ground.
Installation of runway status lights over the next three years at 21 airports to signal pilots when a runway is safe to enter or cross.
In the long term, FAA plans for a satellite-based map system on all commercial airliners that will show pilots the location of their aircraft in the air and on the ground, as well as the positions of other planes.
In December, GAO warned that air travelers face a high risk of a catastrophic collision on U.S. airport runways because of faltering federal leadership, malfunctioning technology and overworked air traffic controllers.
Dillingham and Krakowski agreed that mistakes by pilots and controllers rather than technology problems were key factors in many incursions.
The most recent serious runway incursion occurred last week at Lehigh Valley International Airport in Allentown, Pa. A United Express flight with 60 passengers had to brake and swerve at 140 mph to avoid by about 10 feet a small plane on the same runway. The flight crew of the Chicago-bound regional jet spotted the Cessna four-seat propeller plane just ahead of it and aborted takeoff. The Cessna had just landed on the same runway but missed its exit.
The National Air Traffic Controllers Association said a controller training to work in the Allentown airport's tower mistakenly thought the Cessna had left the runway and cleared the United Express flight for takeoff. The association's president, Patrick Forrey, complained that the FAA doesn't have enough controllers to adequately staff some facilities.
FAA officials said the Allentown tower had the number of controllers required by regulatons.
NTSB Chairman Mark Rosenker told The Associated Press he applauds the steps the FAA has taken to reduce runway accidents but worries they may not be enough to head off a disaster.
“The runway incursion issue is the thing that keeps me up at night,” Rosenker said. “We have been very close in recent years to seeing a terrible collision.”
http://www.signonsandiego.com/news/business/20080925-1314-runwaysafety.html
Fonte: Flight Safety Information 30/09/2008.
German police seize terror suspects on KLM flight
German newspaper says police stormed KLM flight in Cologne early Friday
Two terrorist suspects arrested on flight for Amsterdam
Two men said to be Somali man, 23 and German born in Somalia, 24
BERLIN, Germany (AP) -- German police commandos grabbed two terrorist suspects from an Amsterdam-bound flight early Friday before the plane took off from Cologne, police said.
The arrests were made at Cologne's airport.
A 23-year-old Somali man and a 24-year-old German born in Somalia were arrested before the KLM flight left the airport, North Rhine-Westphalia state police said.
A KLM spokeswoman said on NOS news in the Netherlands that police boarded the plane when it was at its "point of departure" and grabbed the two suspects.
Everyone was then forced to leave the plane, and there was a "baggage parade" to see whose bags belonged to whom, she said.
No further details were immediately available.
Germany's top-selling Bild newspaper, citing police sources, said the two had been under observation for months and a suicide note was found in their apartment saying that they wanted to die for the "jihad" or "holy war."
Fonte: Flight Safety Information 30/09/2008.
Two terrorist suspects arrested on flight for Amsterdam
Two men said to be Somali man, 23 and German born in Somalia, 24
BERLIN, Germany (AP) -- German police commandos grabbed two terrorist suspects from an Amsterdam-bound flight early Friday before the plane took off from Cologne, police said.
The arrests were made at Cologne's airport.
A 23-year-old Somali man and a 24-year-old German born in Somalia were arrested before the KLM flight left the airport, North Rhine-Westphalia state police said.
A KLM spokeswoman said on NOS news in the Netherlands that police boarded the plane when it was at its "point of departure" and grabbed the two suspects.
Everyone was then forced to leave the plane, and there was a "baggage parade" to see whose bags belonged to whom, she said.
No further details were immediately available.
Germany's top-selling Bild newspaper, citing police sources, said the two had been under observation for months and a suicide note was found in their apartment saying that they wanted to die for the "jihad" or "holy war."
Fonte: Flight Safety Information 30/09/2008.
Australia: Regulations on alcohol and drug testing
New regulations requiring random alcohol and drug testing of Australia’s 120,000 aviation workers comes into force today.
The new regulations give aviation organizations, such as airlines and maintenance companies, six months to put in place detailed drug and alcohol management plans covering pre-employment testing, reasonable suspicion testing and post-accident testing, as well as education, training and rehabilitation.
The regulations cover pilots, engineers, cabin crew, flight instructors, re-fuelers, dispatchers, load controllers, baggage handlers, air traffic controllers and even Civil Aviation Safety Authority (CASA) staff that perform duties airside.
Under the new regime, it is an offence for people working in aviation safety roles to be under the influence of drugs or alcohol.
CASA will administer the new program, with the aim of starting random testing before the end of the year.
(aviation-safety.net)
Fonte: Flight Safety Information 30/09/2008.
The new regulations give aviation organizations, such as airlines and maintenance companies, six months to put in place detailed drug and alcohol management plans covering pre-employment testing, reasonable suspicion testing and post-accident testing, as well as education, training and rehabilitation.
The regulations cover pilots, engineers, cabin crew, flight instructors, re-fuelers, dispatchers, load controllers, baggage handlers, air traffic controllers and even Civil Aviation Safety Authority (CASA) staff that perform duties airside.
Under the new regime, it is an offence for people working in aviation safety roles to be under the influence of drugs or alcohol.
CASA will administer the new program, with the aim of starting random testing before the end of the year.
(aviation-safety.net)
Fonte: Flight Safety Information 30/09/2008.
segunda-feira, 29 de setembro de 2008
Security
US VISIT Exit
While the industry waits for the US Department of Homeland Security (DHS) to signal its intentions with respect to implementation of biometric capture for visitors departing the US, there have been a number of encouraging developments. On 3 September, IATA was asked to provide additional information relating to the process described by US VISIT in its Notice of Proposed Rulemaking to representatives of the US General Accountabilities Office (GAO). That team had been tasked with drafting a report to the Co-Chairs of the US House Sub-Committee on Homeland Security. IATA testified before the Sub-Committee in mid-July.
In the past months, we witnessed a growing level of opposition in Congress and the media as well, to the DHS plan to force airlines to capture biometrics. Language has been inserted into appropriations legislation that would prevent DHS from going forward without first conducting a minimum of two pilot tests - one with government collection and another using a volunteer airline. The Co-chair of the sub-committee has gone on record as being strongly opposed to airline collection. While DHS has indicated that it intends to publish a Final Rule consistent with its NPRM, the clock is ticking and pressure mounts. IATA anticipates that if DHS goes forward with a FInal Rule, it will almost certainly be published ahead of the US elections on 4 November.
Liquids and Gels
The global saga of the Secure Tamper-Evident Bag (STEB) illustrates the perennial problem of trying to develop efficient and effective harmonised security measures that span borders. After more than two years of work, neither governments nor industry are any closer to solving this vexing problem that affects transfer passenger and their liquid duty free purchases. Many security professionals are left wondering if a future technology solution may be the only answer to the problem.
In a nutshell, the "duty free" problem is that liquids in excess of 100ml cannot be taken through security checkpoints. So, passengers that purchase duty free goods abroad may have them confiscated at their intermediate destination as they traverse security checkpoints on the way to a connecting flight. One more developed proposal attempts to solve this problem by placing the duty free goods in a tamper evident bag at the point of purchase. In theory, as long as the security inspector sees that the bag has not been tampered with, the passenger can take it through the checkpoint.
The US has proposed such a scheme for outbound passengers only. The problem is that inbound passengers will not benefit as well. Not to mention the needless regulatory burden being placed on airlines by the "solution". Things are not any better within the schemes being proposed by the European Union, which leaves security professionals wondering whether we will need to wait for technology that can make up for the lack of procedural and regulatory progress.
IATA has raised this issue on many occasions with representatives from ICAO, US Transportation Security Administration (TSA) and the European Commission (EC) and will push for a solution at the AVSEC World 2008 on 11-13 November in Seoul.
Fonte: IATA 25/09/2008.
While the industry waits for the US Department of Homeland Security (DHS) to signal its intentions with respect to implementation of biometric capture for visitors departing the US, there have been a number of encouraging developments. On 3 September, IATA was asked to provide additional information relating to the process described by US VISIT in its Notice of Proposed Rulemaking to representatives of the US General Accountabilities Office (GAO). That team had been tasked with drafting a report to the Co-Chairs of the US House Sub-Committee on Homeland Security. IATA testified before the Sub-Committee in mid-July.
In the past months, we witnessed a growing level of opposition in Congress and the media as well, to the DHS plan to force airlines to capture biometrics. Language has been inserted into appropriations legislation that would prevent DHS from going forward without first conducting a minimum of two pilot tests - one with government collection and another using a volunteer airline. The Co-chair of the sub-committee has gone on record as being strongly opposed to airline collection. While DHS has indicated that it intends to publish a Final Rule consistent with its NPRM, the clock is ticking and pressure mounts. IATA anticipates that if DHS goes forward with a FInal Rule, it will almost certainly be published ahead of the US elections on 4 November.
Liquids and Gels
The global saga of the Secure Tamper-Evident Bag (STEB) illustrates the perennial problem of trying to develop efficient and effective harmonised security measures that span borders. After more than two years of work, neither governments nor industry are any closer to solving this vexing problem that affects transfer passenger and their liquid duty free purchases. Many security professionals are left wondering if a future technology solution may be the only answer to the problem.
In a nutshell, the "duty free" problem is that liquids in excess of 100ml cannot be taken through security checkpoints. So, passengers that purchase duty free goods abroad may have them confiscated at their intermediate destination as they traverse security checkpoints on the way to a connecting flight. One more developed proposal attempts to solve this problem by placing the duty free goods in a tamper evident bag at the point of purchase. In theory, as long as the security inspector sees that the bag has not been tampered with, the passenger can take it through the checkpoint.
The US has proposed such a scheme for outbound passengers only. The problem is that inbound passengers will not benefit as well. Not to mention the needless regulatory burden being placed on airlines by the "solution". Things are not any better within the schemes being proposed by the European Union, which leaves security professionals wondering whether we will need to wait for technology that can make up for the lack of procedural and regulatory progress.
IATA has raised this issue on many occasions with representatives from ICAO, US Transportation Security Administration (TSA) and the European Commission (EC) and will push for a solution at the AVSEC World 2008 on 11-13 November in Seoul.
Fonte: IATA 25/09/2008.
Safety
Runway Safety
IATA and the US-based Flight Safety Foundation (FSF) made good progress in developing a Runway Safety programme. The project aims to establish guidance for airlines, airports and Air Traffic Control (ATC) authorities in order to reduce the number of runway excursions. In August, a group meeting was held in Cologne that included representatives from organizations like FSF, IATA, Eurocontrol, Federal Aviation Administration (FAA), European Aviation Safety Agency (EASA), Airports Council International (ACI), Airbus and Boeing. The finalization of the tool kit is expected to be during the first quarter of 2009.
Enhancing Safety Information
IATA's Safety Trend Evaluation, Analysis and Data Exchange System (STEADES) is a free service offered by IATA to its members. Currently, there are 72 participating member airlines who benefit from the main functionality of sharing incident data.
In order to maximize the functionality, IATA decided to change the software this month. STEADES strength lies in the analysis of the data.
IATA Operational Safety Audit (IOSA) Registrations
IATA member airlines must be IOSA registered by 31 December 2008 and those remaining member airlines with audits not yet closed are working hard to address the corrective actions identified following their initial IOSA audit. IATA continues to assist these airlines through the Partnership for Safety Plus Programme (PfS). PfS Plus offers training and support assistance to close IOSA findings, promote continuous improvement and ongoing IOSA conformity. This assistance has generally taken the form of IOSA CARs (Corrective Actions) closing courses and PfS Awareness Seminars. To date, six courses have taken place in Thailand, Iran, Tanzania, South Africa, Azerbaijan and Malawi, which offered assistance to 19 airlines. Furthermore, a PfS Awareness Seminar was held in Brazil the week of 25 August with over 35 airlines and regulatory authority representatives in attendance.
Other courses and seminars will be held throughout the remainder of the year to ensure that all members meet the critical year-end deadline.
IATA Safety Audit for Ground Operations (ISAGO)
More ISAGO audits were conducted last month including the recent corporate and station level audits at Avianca in Bogota and Jardine Airport Services in Hong Kong. Additionally, Estonian Air has chosen to undergo the corporate element of the ISAGO audit at the same time as their renewal IOSA audits, taking advantage of the cost savings.
Over 25 ground handling companies and airlines are already in the audit pipeline and IATA is in the process of assembling audit teams.
Benefits
The benefits for airlines derived from the ISAGO programme are attracting a steady number of IATA members to the ISAGO Pool. Five airlines have recently joined the ISAGO Pool, raising the total to 17 carriers. Also, 86 additional airline auditors successfully completed training courses that took place in Geneva, London, Santiago and Singapore. IATA is considering the creation of additional training sessions for auditors to satisfy the demand.
The success of the ISAGO Information Seminars was demonstrated again during the Seattle session 4-5 September. The audience included airlines, ground handling companies, regulatory agencies and airports from North America.
Don't miss the upcoming seminars planned for the following months, including:
Amman - 15-16 October, hosted by Royal Jordanian
Beijing - 27-28 October, co-hosted by the Civil Aviation Administration of China (CAAC) Guayaquil - 25-26 November, hosted by the Terminal Aeroportuaria de Guayaquil S.A (TAGSA)
Fonte: IATA 25/09/2008.
IATA and the US-based Flight Safety Foundation (FSF) made good progress in developing a Runway Safety programme. The project aims to establish guidance for airlines, airports and Air Traffic Control (ATC) authorities in order to reduce the number of runway excursions. In August, a group meeting was held in Cologne that included representatives from organizations like FSF, IATA, Eurocontrol, Federal Aviation Administration (FAA), European Aviation Safety Agency (EASA), Airports Council International (ACI), Airbus and Boeing. The finalization of the tool kit is expected to be during the first quarter of 2009.
Enhancing Safety Information
IATA's Safety Trend Evaluation, Analysis and Data Exchange System (STEADES) is a free service offered by IATA to its members. Currently, there are 72 participating member airlines who benefit from the main functionality of sharing incident data.
In order to maximize the functionality, IATA decided to change the software this month. STEADES strength lies in the analysis of the data.
IATA Operational Safety Audit (IOSA) Registrations
IATA member airlines must be IOSA registered by 31 December 2008 and those remaining member airlines with audits not yet closed are working hard to address the corrective actions identified following their initial IOSA audit. IATA continues to assist these airlines through the Partnership for Safety Plus Programme (PfS). PfS Plus offers training and support assistance to close IOSA findings, promote continuous improvement and ongoing IOSA conformity. This assistance has generally taken the form of IOSA CARs (Corrective Actions) closing courses and PfS Awareness Seminars. To date, six courses have taken place in Thailand, Iran, Tanzania, South Africa, Azerbaijan and Malawi, which offered assistance to 19 airlines. Furthermore, a PfS Awareness Seminar was held in Brazil the week of 25 August with over 35 airlines and regulatory authority representatives in attendance.
Other courses and seminars will be held throughout the remainder of the year to ensure that all members meet the critical year-end deadline.
IATA Safety Audit for Ground Operations (ISAGO)
More ISAGO audits were conducted last month including the recent corporate and station level audits at Avianca in Bogota and Jardine Airport Services in Hong Kong. Additionally, Estonian Air has chosen to undergo the corporate element of the ISAGO audit at the same time as their renewal IOSA audits, taking advantage of the cost savings.
Over 25 ground handling companies and airlines are already in the audit pipeline and IATA is in the process of assembling audit teams.
Benefits
The benefits for airlines derived from the ISAGO programme are attracting a steady number of IATA members to the ISAGO Pool. Five airlines have recently joined the ISAGO Pool, raising the total to 17 carriers. Also, 86 additional airline auditors successfully completed training courses that took place in Geneva, London, Santiago and Singapore. IATA is considering the creation of additional training sessions for auditors to satisfy the demand.
The success of the ISAGO Information Seminars was demonstrated again during the Seattle session 4-5 September. The audience included airlines, ground handling companies, regulatory agencies and airports from North America.
Don't miss the upcoming seminars planned for the following months, including:
Amman - 15-16 October, hosted by Royal Jordanian
Beijing - 27-28 October, co-hosted by the Civil Aviation Administration of China (CAAC) Guayaquil - 25-26 November, hosted by the Terminal Aeroportuaria de Guayaquil S.A (TAGSA)
Fonte: IATA 25/09/2008.
Operations
Green Team Update
During the month of August, a record number of Green Team Fuel Efficiency Gap Analyses (FEGA's) and fuel implementation projects have been initiated and completed including:
5 FEGA's in Africa and Asia
8 Fuel Implementation projects
This brings the total FEGA visits for 2008 to 18 with identified CO2 savings of 2.1 million tonnes and approximately US $718 million in savings.
Alternative Fuel Update
IATA and the US Air Transport Association (ATA) held an alternative fuel coordination meeting in August with Commercial Aviation Alternative Fuels Initiative (CAAFI) and major stakeholders in the field of future fuels. The meeting was a first step in a major cooperation effort to pull the industry towards green fuels.
The focus was on discussing the coordination of the various industry efforts to develop and deploy commercially viable and environmentally friendly alternative fuels. While much of the industry's effort is flowing through the CAAFI, ATA and IATA had seen a need for further strategic coordination and discussion of means of continuing such coordination through CAAFI or otherwise. The majority of the meeting involved a reporting and discussion of the various entities' alternative fuel activities.
Based on the discussions, the group identified various action items that would be helpful for the industry to pursue. The action items stemmed from the following consensus points:
Commercially viable, environmentally friendly alternative jet fuels are a high priority for the industry
Virtually all believe that a variety of alternative fuel feedstocks are likely to be needed to provide the volume needed and potential for higher environmental benefits over time
While work is already being done to coordinate industry and government efforts through CAAFI and other initiatives, additional coordinating activities will be helpful.
Some of the action items include:
Environmental life-cycle analysis criteria
EU tender on alternative fuels
Flight demos and airline involvement in certification
Data needs and data sharing
Technology readiness level (TRL) assessment
Coordination to incentive funding and investment
Alternative jet fuel implementation goals
Alternative fuels testing projects
Coordination and the CAAFI support
Flight Crew Licensing Impact
The European Aviation Safety Agency (EASA) wants to convert the existing Joint Aviation rules regarding European pilot licensing and approved pilot training organizations (JAR FCL) into EU law. The problem is that the new regulations need to follow a set of generic EU legal policies that were not specifically drafted for aviation.
The risk is that it will seriously harm Europe's pilot training industry and also damage multinational Flight Training Organizations (FTOs) and Type Rating Training Organizations (TRTOs) that serve the needs of European airlines and business aviation.
IATA is currently analyzing the situation and preparing comments to submit to EASA for the December deadline.
Fonte: IATA 25/09/2008.
During the month of August, a record number of Green Team Fuel Efficiency Gap Analyses (FEGA's) and fuel implementation projects have been initiated and completed including:
5 FEGA's in Africa and Asia
8 Fuel Implementation projects
This brings the total FEGA visits for 2008 to 18 with identified CO2 savings of 2.1 million tonnes and approximately US $718 million in savings.
Alternative Fuel Update
IATA and the US Air Transport Association (ATA) held an alternative fuel coordination meeting in August with Commercial Aviation Alternative Fuels Initiative (CAAFI) and major stakeholders in the field of future fuels. The meeting was a first step in a major cooperation effort to pull the industry towards green fuels.
The focus was on discussing the coordination of the various industry efforts to develop and deploy commercially viable and environmentally friendly alternative fuels. While much of the industry's effort is flowing through the CAAFI, ATA and IATA had seen a need for further strategic coordination and discussion of means of continuing such coordination through CAAFI or otherwise. The majority of the meeting involved a reporting and discussion of the various entities' alternative fuel activities.
Based on the discussions, the group identified various action items that would be helpful for the industry to pursue. The action items stemmed from the following consensus points:
Commercially viable, environmentally friendly alternative jet fuels are a high priority for the industry
Virtually all believe that a variety of alternative fuel feedstocks are likely to be needed to provide the volume needed and potential for higher environmental benefits over time
While work is already being done to coordinate industry and government efforts through CAAFI and other initiatives, additional coordinating activities will be helpful.
Some of the action items include:
Environmental life-cycle analysis criteria
EU tender on alternative fuels
Flight demos and airline involvement in certification
Data needs and data sharing
Technology readiness level (TRL) assessment
Coordination to incentive funding and investment
Alternative jet fuel implementation goals
Alternative fuels testing projects
Coordination and the CAAFI support
Flight Crew Licensing Impact
The European Aviation Safety Agency (EASA) wants to convert the existing Joint Aviation rules regarding European pilot licensing and approved pilot training organizations (JAR FCL) into EU law. The problem is that the new regulations need to follow a set of generic EU legal policies that were not specifically drafted for aviation.
The risk is that it will seriously harm Europe's pilot training industry and also damage multinational Flight Training Organizations (FTOs) and Type Rating Training Organizations (TRTOs) that serve the needs of European airlines and business aviation.
IATA is currently analyzing the situation and preparing comments to submit to EASA for the December deadline.
Fonte: IATA 25/09/2008.
Infrastructure
NextGen SESAR Harmonization
IATA attended the NextGen SESAR Harmonization Forum at the ICAO headquarters in Montreal in September. IATA's presentation focused on operational requirements and the need to overcome institutional barriers in order to apply required and harmonized technological solutions.
ICAO recognizes the need to create a speedy structure to coordinate and harmonize initiatives within a global system and will ensure alignment with other aviation technical standard making bodies including the Radio Technical Commission for Aeronautics (RCTA), EUROCAE, SAE and ARINC. ICAO will also make use of FAA and EC NextGen SESAR offers to provide resources for their harmonization effort.
IATA concluded there is a need to continue coordination with NextGen and SESAR to establish formal participation in the work of the two entities responsible for the projects.
Future Avionics
Driven by the need to harmonize future avionic requirements, primarily within the European SESAR and USA NextGen Air Traffic Management (ATM) development programmes, ICAO Aeronautical Communications Panel has consulted a number of workgroups to focus on particular issues, including:
Aeronautical radio frequency spectrum matters
Future internet protocol suite
Maintenance and updates of standards and publications
Future communications systems
IATA's participation is crucial as part of the planning process for future aviation. IATA's input is highlighted in the following Avionics in Brief papers:
P34 / TIA-902 (pdf)
LDL (pdf)
B-AMC (pdf)
AMACS (pdf)
IEEE 802-16e (pdf) IPV6 (pdf)
Fonte: IATA 25/09/2008.
IATA attended the NextGen SESAR Harmonization Forum at the ICAO headquarters in Montreal in September. IATA's presentation focused on operational requirements and the need to overcome institutional barriers in order to apply required and harmonized technological solutions.
ICAO recognizes the need to create a speedy structure to coordinate and harmonize initiatives within a global system and will ensure alignment with other aviation technical standard making bodies including the Radio Technical Commission for Aeronautics (RCTA), EUROCAE, SAE and ARINC. ICAO will also make use of FAA and EC NextGen SESAR offers to provide resources for their harmonization effort.
IATA concluded there is a need to continue coordination with NextGen and SESAR to establish formal participation in the work of the two entities responsible for the projects.
Future Avionics
Driven by the need to harmonize future avionic requirements, primarily within the European SESAR and USA NextGen Air Traffic Management (ATM) development programmes, ICAO Aeronautical Communications Panel has consulted a number of workgroups to focus on particular issues, including:
Aeronautical radio frequency spectrum matters
Future internet protocol suite
Maintenance and updates of standards and publications
Future communications systems
IATA's participation is crucial as part of the planning process for future aviation. IATA's input is highlighted in the following Avionics in Brief papers:
P34 / TIA-902 (pdf)
LDL (pdf)
B-AMC (pdf)
AMACS (pdf)
IEEE 802-16e (pdf) IPV6 (pdf)
Fonte: IATA 25/09/2008.
Regional Updates
Asia/Pacific
Performance Based Navigation in Indonesia
IATA continues to work with the Indonesian authorities on introducing Performance Based Navigation in the terminal area. The objective is to enhance safety and efficiency with the introduction on new Standard Instrument Departures (SIDs) and Standard Terminal Arrival Routes (STARs) including approaches with Vertical Guidance. The airports ready for implementation include Jakarta, Medan, Surabaya and Denpaser. The tendering process has started.
ATM Global Plan Initiatives
Last month, the Asia Pacific (ASPAC) and North Asia Regional Coordination Group (RCG) reported that they developed their own operational requirements (User Expectations) to expedite ATM enhancements. This work (pdf) was presented to all ASPAC states at the annual ICAO DGCA level Regional Planning Group (APANPIRG) meeting.
It was formally agreed by APANPIRG that states should now map the IATA "User Expectations" against their current and planned work as part of a new ICAO Performance Framework for ATM. This is a significant achievement, as it will help ensure IATA members' operational requirements are afforded the appropriate priority to drive change.
This is the first time that ICAO has required states to map "User Expectations" against their planned work at the state and regional level and report back to ICAO on, at least, an annual basis. This gap analysis exercise will clearly identify where the current work programme is not in line with members' expectations.
Europe
Safety in Europe
The European Commission recently reiterated its commitment to enhancing safety levels in Europe. The focus according to the European Transport Commissioner, Antonio Tajani, will be on the following three pillars:
The SAFA (Safety Assessment of Foreign Aircraft) programme and the EU Black List
Strengthening the powers of EASA as a safety regulator
Reviewing current legislation on Accident Investigation and Occurrence Reporting
In September, IATA had the visit of a delegation from the European Aviation Safety Agency (EASA), to discuss the management of the IOSA programme and the quality side in particular.
In 2010, EASA will take on the role of approving third country Operators into the EU. IOSA results will be part of their assessment of these Operators.
Single European Sky Update
The EU's Transport Council and the European Parliament started working on the European Commission's legislative proposal for the second package of the Single European Sky (SES). A very ambitious timescale is anticipated under the French Presidency with a vote (first reading) in the European Parliament scheduled in early January 2009. Efforts are well underway within IATA to organize a lobbying strategy and a plan to coordinate with member airlines on the industry position.
SESAR Update
A preliminary description of the work programme has been drafted and the candidate members have been requested to provide an "informal offer" of their proposed contribution per work package. Negotiations to conclude the membership agreements with the core group of 15 investor companies will continue until the end of December.
Latin America and the Caribbean
Raising ISAGO Awareness
The first regional ISAGO Information Seminar was held in Santo Domingo, with the participation of the DGAC, airport authority and five ground handling companies. Considerable interest was shown by the ground handlers to undergo an ISAGO this year and by some of the airports to endorse the IATA initiative.
IATA met with the Lima Airport partner (LAP) to discuss throughput, which is still a prominent problem, especially at arrival immigration where wait times can peak beyond 70 minutes.
Processing time at immigration counters and staffing volume appear to be the main culprits. The queuing layout of the screening checkpoint and departure tax exit need improvement. LAP is under a regulatory mandate to ensure that waiting lines do not exceed IATA recommendations.
This is an issue to IATA members, as they need to meet targets for wait times at the check-in counters. A major cause of the problem is that LAP is not taking accurate measurements. IATA has made a number of recommendations in this regard. Once LAP begins using these processes, many of the issues should be resolved.
Area Navigation Implementation
Three Area Navigation (RNAV) arrivals, one RNAV departure one RNAV (GPS) approach were implemented at Honduras Ramon Villeda Morales (SAP) and Toncontin (TGU) airports. These resulted in a reduction of 13,000 tonnes of CO2 emissions in SAP and 10,400 tonnes of CO2 emissions in TGU respectively p.a.
A new RNAV route was implemented between Tocumen (PTY), Port-au-Prince (PAP) and the Dominican Republic with connections through the WATRS+ route system to European destinations. This new route provides CO2 savings of 628 tonnes p.a.
Required Navigation Performance (RNP) validation flight at Peru's Alejandro Velasco Astete's (CUZ) was successfully completed by LA. All RNAV/RNP procedures were flown, including departures to the north and south, arrivals/approaches from the north and south, missed-approach and the engine-out departure track.
Improving Airspace and Airport Infrastructure in Brazil
IATA conducted a technical mission to Brazil to meet with INFRAERO and DECEA. Key issues discussed with DECEA pertained to the ATM enhancement initiative (Airspace Redesign and Flow Management). DECEA informed that the clearance limit point procedure had been discontinued and will no longer be issued by the ATC to the pilot. This had been long sought by the airlines. In the meeting with INFRAERO, IATA voiced concern on the lack of progress to improve the infrastructure at Liberia's Grand Cess (GRU), particularly the construction of Terminal 3. An ACC will be performed during the fourth quarter of 2008. Improvements have been seen at the airport regarding wait times in the security and immigration queues.
Middle East
Integrated Airline Management System (I-AMS) Workshop
A workshop on I-AMS with special emphasis on Quality Management Systems (QMS) and Safety Management Systems (SMS) will be held in Amman, Jordan on 29-30 October. The workshop is mainly targeted at airline safety management staff, in light of the fact that SMS will become mandatory for aircraft operators in most countries on 1 January 2009 in accordance with ICAO Annex 6. Among the topics to be covered will be hazard assessment, risk management and an overview of the ICAO SMS Standards.
Route Efficiency Project
The first meeting of the Route Efficiency Project took place in Dubai in August. IATA member airlines met for one day and provided initial input related to airspace user requirements for air traffic services routes, in an effort to create more capacity and better efficiency in the enroute environment. The routes should be designed based on the Performance Based Navigation (PBN) concept, making use of the avionics available in modern aircraft, which, have not yet been fully utilized in the Middle East.
North Asia
IATA's Director General met with ATC General Zhang Jianping at the China Air Force in August to thank the China Air Force for their contribution to the aviation industry in the past few years. He also expressed IATA's hope that China continues to open more flex entry points in order to increase the efficiency of civil aviation.
China Olympic Games -Successful Cooperation CAAC/ATMB-IATA
Commercial air service during the Olympic Games went smoothly thanks to CAAC and IATA's maintenance of safe and efficient air traffic operations through sharing information and cooperation. The Olympic Games period included 1374 flights departure/arrival in Beijing airport on a single day.
A coordination meeting for the CAAC and IATA Safety Cooperation took place in August. Issues discussed included fuel conservation, VFR separation, PBN roadmap, IOSA audit, ISAGO promotion, cabin safety and safety data sharing. A 2009 cooperation plan was drafted, covering:
VFR separation implementation: CAAC is promoting the VFR separation next year in major airports for approach to minimize the separation and raise efficiency. IATA was invited to provide technical assistance. CAAC will draft a letter of request to IATA, detailing the requirements for assistance.
PBN Roadmap: CAAC is working out the China PBN Roadmap for next year and IATA provided technical assistance and recommendations from the industry perspective. CAAC and IATA could organize a seminar to promote the China PBN Roadmap to the industry.
Cabin safety: CAAC is planning to nominate its experts to join the IATA Cabin Safety Work Group (CSWG). IATA provided Terms of Reference and expert qualification requirements.
Safety data sharing: CAAC highlighed the slow progress in this area and IATA explaned its policy regarding STEADES data sharing. Both CAAC and IATA agreed to develop methods for safety data sharing including the signing of a legal agreement to protect the data sources as a way to address the issue.
The cooperation plan will be finalized at the upcoming high-level meeting between IATA and the CAAC in October.
Airport Expansions
A new expansion plan was approved for Guangzhou Baiyun International Airport (CAN). The programme will cost 14 billion RMB and will include a new, third runway measuring 3800m X 60m. A new terminal and waiting room will also be built.
The construction of a second runway at Tianjin Aiport (TSN) has started. The new runway will measure 3200m X 45m. A third runway may be built in the future based on air traffic requests.
North Atlantic and North America
US Clean Departure Procedures
Initial discussions have been conducted with potential candidate Air Traffic Control (ATC) facilities to develop clean departure procedures (pdf). Houston (IAH), Los Angeles (LAX), Las Vegas (LAS), Memphis (MEM), Philadelphia (PHL) and Miami (MIA) are being reviewed for feasibility. IAH is a strong candidate because the local ATC and CO are supportive of the initiative.
NY Aviation Rulemaking Committee Implemented Items
The Federal Aviation Administration reported that as of mid-August, 21 items from the New York Aviation Rulemaking Committee (ARC) initiatives have been implemented. They are on track to complete eight more before the end of the year. The plan calls for 10 additional initiatives to be implemented in 2009. The Radio Technical Commission for Aeronautics (RTCA).
Air Traffic Management Advisory Committee (ATMAC) R&P work group will be delivering the review of the status from an industry perspective to the Air Traffic Controller Steering Group (ATCSG) at the end of September in Washington DC.
New Procedures at Three NY Airports
IATA provided technical assistance at the FAA NY RNAV/RNP Working Group for the development of the RNAV/RNP procedures for the three main airports. The JFK RNAV Standard Terminal Arrival (STAR) and Standard Instrument Departure (SID) procedures to be implemented in the fourth quarter of 2009 are dependent upon a NY area airspace re-design.
The JFK RNP approach procedures planned for publication on 25 September are still on target.
Meeting with NAV CANADAAn IATA delegation met with NAV CANADA to discuss possible efficiency improvements within Canadian Airspace to enhance operations and reduce fuel usage.
The main goal of this meeting was to evaluate the low hanging fruit and agree on a quick implementation. 27 Action items were agreed upon and will be evaluated during the next Air.
Transport Operations Consultation Committee (ATOCC) meeting in November.
Fonte: IATA 25/09/2008.
Performance Based Navigation in Indonesia
IATA continues to work with the Indonesian authorities on introducing Performance Based Navigation in the terminal area. The objective is to enhance safety and efficiency with the introduction on new Standard Instrument Departures (SIDs) and Standard Terminal Arrival Routes (STARs) including approaches with Vertical Guidance. The airports ready for implementation include Jakarta, Medan, Surabaya and Denpaser. The tendering process has started.
ATM Global Plan Initiatives
Last month, the Asia Pacific (ASPAC) and North Asia Regional Coordination Group (RCG) reported that they developed their own operational requirements (User Expectations) to expedite ATM enhancements. This work (pdf) was presented to all ASPAC states at the annual ICAO DGCA level Regional Planning Group (APANPIRG) meeting.
It was formally agreed by APANPIRG that states should now map the IATA "User Expectations" against their current and planned work as part of a new ICAO Performance Framework for ATM. This is a significant achievement, as it will help ensure IATA members' operational requirements are afforded the appropriate priority to drive change.
This is the first time that ICAO has required states to map "User Expectations" against their planned work at the state and regional level and report back to ICAO on, at least, an annual basis. This gap analysis exercise will clearly identify where the current work programme is not in line with members' expectations.
Europe
Safety in Europe
The European Commission recently reiterated its commitment to enhancing safety levels in Europe. The focus according to the European Transport Commissioner, Antonio Tajani, will be on the following three pillars:
The SAFA (Safety Assessment of Foreign Aircraft) programme and the EU Black List
Strengthening the powers of EASA as a safety regulator
Reviewing current legislation on Accident Investigation and Occurrence Reporting
In September, IATA had the visit of a delegation from the European Aviation Safety Agency (EASA), to discuss the management of the IOSA programme and the quality side in particular.
In 2010, EASA will take on the role of approving third country Operators into the EU. IOSA results will be part of their assessment of these Operators.
Single European Sky Update
The EU's Transport Council and the European Parliament started working on the European Commission's legislative proposal for the second package of the Single European Sky (SES). A very ambitious timescale is anticipated under the French Presidency with a vote (first reading) in the European Parliament scheduled in early January 2009. Efforts are well underway within IATA to organize a lobbying strategy and a plan to coordinate with member airlines on the industry position.
SESAR Update
A preliminary description of the work programme has been drafted and the candidate members have been requested to provide an "informal offer" of their proposed contribution per work package. Negotiations to conclude the membership agreements with the core group of 15 investor companies will continue until the end of December.
Latin America and the Caribbean
Raising ISAGO Awareness
The first regional ISAGO Information Seminar was held in Santo Domingo, with the participation of the DGAC, airport authority and five ground handling companies. Considerable interest was shown by the ground handlers to undergo an ISAGO this year and by some of the airports to endorse the IATA initiative.
IATA met with the Lima Airport partner (LAP) to discuss throughput, which is still a prominent problem, especially at arrival immigration where wait times can peak beyond 70 minutes.
Processing time at immigration counters and staffing volume appear to be the main culprits. The queuing layout of the screening checkpoint and departure tax exit need improvement. LAP is under a regulatory mandate to ensure that waiting lines do not exceed IATA recommendations.
This is an issue to IATA members, as they need to meet targets for wait times at the check-in counters. A major cause of the problem is that LAP is not taking accurate measurements. IATA has made a number of recommendations in this regard. Once LAP begins using these processes, many of the issues should be resolved.
Area Navigation Implementation
Three Area Navigation (RNAV) arrivals, one RNAV departure one RNAV (GPS) approach were implemented at Honduras Ramon Villeda Morales (SAP) and Toncontin (TGU) airports. These resulted in a reduction of 13,000 tonnes of CO2 emissions in SAP and 10,400 tonnes of CO2 emissions in TGU respectively p.a.
A new RNAV route was implemented between Tocumen (PTY), Port-au-Prince (PAP) and the Dominican Republic with connections through the WATRS+ route system to European destinations. This new route provides CO2 savings of 628 tonnes p.a.
Required Navigation Performance (RNP) validation flight at Peru's Alejandro Velasco Astete's (CUZ) was successfully completed by LA. All RNAV/RNP procedures were flown, including departures to the north and south, arrivals/approaches from the north and south, missed-approach and the engine-out departure track.
Improving Airspace and Airport Infrastructure in Brazil
IATA conducted a technical mission to Brazil to meet with INFRAERO and DECEA. Key issues discussed with DECEA pertained to the ATM enhancement initiative (Airspace Redesign and Flow Management). DECEA informed that the clearance limit point procedure had been discontinued and will no longer be issued by the ATC to the pilot. This had been long sought by the airlines. In the meeting with INFRAERO, IATA voiced concern on the lack of progress to improve the infrastructure at Liberia's Grand Cess (GRU), particularly the construction of Terminal 3. An ACC will be performed during the fourth quarter of 2008. Improvements have been seen at the airport regarding wait times in the security and immigration queues.
Middle East
Integrated Airline Management System (I-AMS) Workshop
A workshop on I-AMS with special emphasis on Quality Management Systems (QMS) and Safety Management Systems (SMS) will be held in Amman, Jordan on 29-30 October. The workshop is mainly targeted at airline safety management staff, in light of the fact that SMS will become mandatory for aircraft operators in most countries on 1 January 2009 in accordance with ICAO Annex 6. Among the topics to be covered will be hazard assessment, risk management and an overview of the ICAO SMS Standards.
Route Efficiency Project
The first meeting of the Route Efficiency Project took place in Dubai in August. IATA member airlines met for one day and provided initial input related to airspace user requirements for air traffic services routes, in an effort to create more capacity and better efficiency in the enroute environment. The routes should be designed based on the Performance Based Navigation (PBN) concept, making use of the avionics available in modern aircraft, which, have not yet been fully utilized in the Middle East.
North Asia
IATA's Director General met with ATC General Zhang Jianping at the China Air Force in August to thank the China Air Force for their contribution to the aviation industry in the past few years. He also expressed IATA's hope that China continues to open more flex entry points in order to increase the efficiency of civil aviation.
China Olympic Games -Successful Cooperation CAAC/ATMB-IATA
Commercial air service during the Olympic Games went smoothly thanks to CAAC and IATA's maintenance of safe and efficient air traffic operations through sharing information and cooperation. The Olympic Games period included 1374 flights departure/arrival in Beijing airport on a single day.
A coordination meeting for the CAAC and IATA Safety Cooperation took place in August. Issues discussed included fuel conservation, VFR separation, PBN roadmap, IOSA audit, ISAGO promotion, cabin safety and safety data sharing. A 2009 cooperation plan was drafted, covering:
VFR separation implementation: CAAC is promoting the VFR separation next year in major airports for approach to minimize the separation and raise efficiency. IATA was invited to provide technical assistance. CAAC will draft a letter of request to IATA, detailing the requirements for assistance.
PBN Roadmap: CAAC is working out the China PBN Roadmap for next year and IATA provided technical assistance and recommendations from the industry perspective. CAAC and IATA could organize a seminar to promote the China PBN Roadmap to the industry.
Cabin safety: CAAC is planning to nominate its experts to join the IATA Cabin Safety Work Group (CSWG). IATA provided Terms of Reference and expert qualification requirements.
Safety data sharing: CAAC highlighed the slow progress in this area and IATA explaned its policy regarding STEADES data sharing. Both CAAC and IATA agreed to develop methods for safety data sharing including the signing of a legal agreement to protect the data sources as a way to address the issue.
The cooperation plan will be finalized at the upcoming high-level meeting between IATA and the CAAC in October.
Airport Expansions
A new expansion plan was approved for Guangzhou Baiyun International Airport (CAN). The programme will cost 14 billion RMB and will include a new, third runway measuring 3800m X 60m. A new terminal and waiting room will also be built.
The construction of a second runway at Tianjin Aiport (TSN) has started. The new runway will measure 3200m X 45m. A third runway may be built in the future based on air traffic requests.
North Atlantic and North America
US Clean Departure Procedures
Initial discussions have been conducted with potential candidate Air Traffic Control (ATC) facilities to develop clean departure procedures (pdf). Houston (IAH), Los Angeles (LAX), Las Vegas (LAS), Memphis (MEM), Philadelphia (PHL) and Miami (MIA) are being reviewed for feasibility. IAH is a strong candidate because the local ATC and CO are supportive of the initiative.
NY Aviation Rulemaking Committee Implemented Items
The Federal Aviation Administration reported that as of mid-August, 21 items from the New York Aviation Rulemaking Committee (ARC) initiatives have been implemented. They are on track to complete eight more before the end of the year. The plan calls for 10 additional initiatives to be implemented in 2009. The Radio Technical Commission for Aeronautics (RTCA).
Air Traffic Management Advisory Committee (ATMAC) R&P work group will be delivering the review of the status from an industry perspective to the Air Traffic Controller Steering Group (ATCSG) at the end of September in Washington DC.
New Procedures at Three NY Airports
IATA provided technical assistance at the FAA NY RNAV/RNP Working Group for the development of the RNAV/RNP procedures for the three main airports. The JFK RNAV Standard Terminal Arrival (STAR) and Standard Instrument Departure (SID) procedures to be implemented in the fourth quarter of 2009 are dependent upon a NY area airspace re-design.
The JFK RNP approach procedures planned for publication on 25 September are still on target.
Meeting with NAV CANADAAn IATA delegation met with NAV CANADA to discuss possible efficiency improvements within Canadian Airspace to enhance operations and reduce fuel usage.
The main goal of this meeting was to evaluate the low hanging fruit and agree on a quick implementation. 27 Action items were agreed upon and will be evaluated during the next Air.
Transport Operations Consultation Committee (ATOCC) meeting in November.
Fonte: IATA 25/09/2008.
STEADES: Safety Trend Evaluation, Analysis & Data Exchange System
Using Incidents To Prevent Accidents
The IATA Safety Trend Evaluation, Analysis & Data Exchange System (STEADES), featuring the world's largest database of de-identified incident reports, provides a secure forum for the sharing of safety data and its global analysis. These analyses provide trending reports allowing to develop a comprehensive list of prevention strategies for a wide range of areas within the air transport industry: airline management, ground handling, air traffic control, maintenance, regulation, etc.
Features and Benefits: A Robust Toolset At Your Fingertips
With the STEADES Query Tool, you can interact with the world’s largest database of incident reports, extracting structured data and analyses as you require:
Benchmark against comparable organizations
Make better investment decisions by assessing specific safety issues
Anticipate operational challenges at specific airports
Determine whether your safety concerns are shared by others
IATA member airlines that contribute data regularly can access the query tool free of charge. For non-members the query tool is available for a fee. STEADES data contributors receive preferred rates.
The STEADES Safety Trend Analysis Report: a quarterly report focusing on global safety trends, with unbiased analysis of key issues and commentaries from aviation industry specialists.
This report is issued on a quarterly basis, and subscription also offers access to archived reports.
Target Audiences:
Safety departments
Flight Operations departments
Quality Assurance
Maintenance
Training
Cabin Crew
Become a data-contributor and join the STEADES community!
Contributing your incident data is beneficial to the whole industry - your organization included.
Obtain customized analyses upon request.
Add value to your safety data by accessing an accurate picture of global information. You can benchmark, access the database through the web query tool, augment your understanding of key issues- all in a secure environment maintained by IATA.
Benefit from feedback, lessons learned, and the combined experience of many safety departments Access the analysis and trends resulting from STEADES.
Fonte: IATA 25/09/2008.
The IATA Safety Trend Evaluation, Analysis & Data Exchange System (STEADES), featuring the world's largest database of de-identified incident reports, provides a secure forum for the sharing of safety data and its global analysis. These analyses provide trending reports allowing to develop a comprehensive list of prevention strategies for a wide range of areas within the air transport industry: airline management, ground handling, air traffic control, maintenance, regulation, etc.
Features and Benefits: A Robust Toolset At Your Fingertips
With the STEADES Query Tool, you can interact with the world’s largest database of incident reports, extracting structured data and analyses as you require:
Benchmark against comparable organizations
Make better investment decisions by assessing specific safety issues
Anticipate operational challenges at specific airports
Determine whether your safety concerns are shared by others
IATA member airlines that contribute data regularly can access the query tool free of charge. For non-members the query tool is available for a fee. STEADES data contributors receive preferred rates.
The STEADES Safety Trend Analysis Report: a quarterly report focusing on global safety trends, with unbiased analysis of key issues and commentaries from aviation industry specialists.
This report is issued on a quarterly basis, and subscription also offers access to archived reports.
Target Audiences:
Safety departments
Flight Operations departments
Quality Assurance
Maintenance
Training
Cabin Crew
Become a data-contributor and join the STEADES community!
Contributing your incident data is beneficial to the whole industry - your organization included.
Obtain customized analyses upon request.
Add value to your safety data by accessing an accurate picture of global information. You can benchmark, access the database through the web query tool, augment your understanding of key issues- all in a secure environment maintained by IATA.
Benefit from feedback, lessons learned, and the combined experience of many safety departments Access the analysis and trends resulting from STEADES.
Fonte: IATA 25/09/2008.
Runway Safety: An Update
Chairman Costello, Congressman Petri, and Members of the Subcommittee:
Thank you for inviting me here today to update you on the Federal Aviation Administration’s (FAA’s) efforts to improve runway safety. Since I was last here in February of this year, I am happy to report that we have made some excellent progress in this arena, and I am confident that we will continue on this path.
Current Status of Runway Incursions
At the FAA, safety is our first priority, and as I have mentioned to this Committee before, a commitment to safety is part of my DNA. While 2007 was the safest year yet for aviation in our Nation’s history, when we last testified in February 2008, we had experienced one of the worst quarters for serious runway incursions — ten between October 2007 and December 2007, and two more in January 2008. Based on our response to this unacceptable situation, as of September 15, 2008, we are on track to equal or slightly improve on the safest year on record.
The National Transportation Safety Board (NTSB) and the Government Accountability Office (GAO) have issued recommendations on areas where the FAA could make improvements in runway safety. In November, the NTSB announced that improving runway safety will remain on the Board’s “Most Wanted” list of improvements for 2008. FAA believes that the technologies we are now testing and deploying will be responsive to address the problem of runway incursions. Also, the GAO reported on how the FAA has taken steps to address runway and ramp safety. We appreciate the work that the GAO and NTSB have done, and we welcome their analysis and feedback. While runway safety has received more public attention in recent months, it is important to remember that for many years, the FAA has actively invested in programs and technology development to address this serious aviation safety issue.
As a reminder to the Members, let me explain the categories of runway incursions. Category A incursions are the most serious incidents, in which a collision was narrowly avoided. Category B incursions are incidents in which separation decreases, and there is a significant potential for a collision, which may result in a time critical corrective or evasive response to avoid a collision. Category C incidents are characterized by ample time and/or distance to avoid a collision, and Category D is an incident which meets the definition of runway incursion, such as the incorrect presence of single vehicle/person/aircraft on the protected area of a surface designated for the take-off or landing of an aircraft, but with no immediate safety consequences.
Beginning with Fiscal Year (FY) 2008, the FAA adopted the definition of runway incursion as used by the International Civil Aviation Organization (ICAO), the United Nations organization charged with promoting safety and security in international aviation. This new definition, which FAA helped develop for ICAO, is much more inclusive and counts every single mistake made on the airport operational surface, even if another vehicle, pedestrian or aircraft is not involved. As a result, we will have more data to analyze trends and improve safety.
By redefining what a runway incursion is, the total number of what we now report as a runway incursion is expected to triple. This explains the spike in Category C incidents beginning in October 2007. Category C now includes data that we used to classify as Category C and D incursions. The new Category D accounts for incursions which we previously tracked as surface incidents.
However, Category A and B incidents, the most serious incursions, continue to be defined and tracked as before.
An aggressive and effective FAA runway safety program has reduced the number of serious runway incursions by 55 percent since 2001. In FY 2007, we saw a 25 percent reduction in serious runway incursions from 2006. There were 24 serious runway incursions (Category A and B incursions) during 61 million aircraft operations, a significant reduction from the 31 incursions in FY 2006, and the 53 incursions in FY 2001. We have only had 23 serious runway incursions as of September 15th of FY 2008, as compared to 24 last years.
What is significant about this number, however, is the quarterly comparison. During the first quarter of FY 2008, there were 10 Category A and B runway incursions, as compared to two in first quarter FY 2007. During the second quarter of FY 2008, there were five Category A and B runway incursions, as compared to five in second quarter FY 2007. In third quarter FY 2008, there have been four Category A and B runway incursions, while third quarter FY 2007 saw ten of these. And, as we approach the end of the fiscal year, there have been four (with a possible fifth pending) Category A and B runway incursions, in comparison to the seven in final quarter of FY 2007. As you can see, the trend is towards continued improvement every quarter.
But while we have made improvements with the most serious of the runway incursions, overall runway incursions increased in FY 2007 to 370, up from 330 in FY 2006, and they continued to increase in 2008. If we use the prior definition for comparison purposes only, we have already had 388 runway incursions so far this year. To understand the impact of the new runway incursion definition, last year there would have been 891 runway incursions and so far this year we have had 953. So far, seven of the 23 serious incursions involved a commercial airline and there was one collision involving a general aviation airplane and a grass mowing tractor.
As you know, the FAA investigates every reported runway incursion and assigns a reason for the incursion. We send a team to the facility to review the airport information; radar data and voice tapes, if they are available; and interview the individuals involved, often controllers, pilots and/or vehicle operators. In 2008 we are seeing about 65 percent pilot error, 25 percent vehicle/pedestrian errors, and ten percent controller errors. The shift between Operational Errors (OEs) and Vehicle or Pedestrian Deviations (VPDs) is a result of the new definition. Previously, Pilot Deviations (PDs) or VPDs that did not involve a loss of separation were not counted as runway incursions. Under the new definition, they are, which is causing the increase in our count. By contrast, this decreases the percentage of OEs in our database.
Update on Technology Installations
As I reported to you in February, we are working to install runway surveillance technology that improves controller situational awareness on the airport movement area at our nation’s busiest airports. The FAA has spent over $404 million to date to acquire and deploy the next generation of ground surveillance technology, known as Airport Surface Detection Equipment — Model X or ASDE-X for short. The FAA will commit more than $806 million over a 30-year period on equipment, installation, operations and maintenance of the 35 operational and three support ASDE-X systems.
I am pleased to report that we are rolling out ASDE-X even faster than we had originally anticipated.
Seventeen towers are now using ASDE-X operationally and 16 additional towers are scheduled to be operational by the end of October 2010, with the remaining two scheduled to be operational by Spring 2011.
Runway Status Lights, which were developed as a result of the NTSB’s “Most Wanted” list of safety improvements, are a fully-automated system that integrates airport lighting equipment with surveillance systems to provide a visual signal to pilots and vehicle operators when it is unsafe to enter/cross/or begin takeoff roll on a runway. Airport surveillance sensor inputs are processed through light control logic that command in-pavement lights to illuminate red when there is traffic on or approaching the runway. The contract is scheduled to be awarded this fall.
There are two types of Runway Status Lights currently being tested: Runway Entrance Lights and Takeoff Hold Lights. Runway Entrance Lights provide signals to aircraft crossing or entering a runway from an intersecting taxiway. Takeoff Hold Lights provide a signal to aircraft in position for takeoff that another aircraft is crossing or entering the runway. These systems are scheduled to be installed at 22 of the nation’s busiest airports by FY 2011. We recently announced accelerated installation and testing at Los Angeles International Airport (LAX) and Boston Logan International Airport (BOS). BOS will be testing a third type of light system designed to warn pilots of potential conflicts on intersecting runways. We have also initiated Memoranda of Understanding at 18 airports, which contain the agreements for the light configuration and construction and installation timetables.
We are also testing a system at the Long Beach Airport, known as the Final Approach Runway Occupancy Signal (FAROS), which will further enhance runway safety. This system is similar to Runway Status Lights in that it provides immediate information to pilots on approach to land that the runway is occupied or otherwise unsafe for landing. The FAROS system determines the occupancy of the runway by detecting aircraft or vehicles on the runway surface. If a monitored area on the runway is occupied, FAROS activates a signal to alert the pilot that it is potentially unsafe to land.
We are developing a plan for implementing FAROS at larger airports, and expect to begin operational trials at Dallas-Fort Worth later this fall.
The FAA is also evaluating low-cost ground surveillance systems for potential application at airports that are currently not programmed to receive ASDE-X technology. At present, we are evaluating two such systems at Spokane, Washington and we believe that basic ground surveillance capability, increasing controller situational awareness, can be provided at a cost less than the more sophisticated ASDE-X technology that is needed at larger, more complex airports.
Since I last appeared before you in February, we have taken the process a step further. Based on what we have learned at Spokane, we have issued a request for proposal inviting industry offers of candidate low-cost ground surveillance products for FAA consideration. Our intent is to install these selected low-cost products at various airports as part of a pilot project to determine which products satisfy minimum operational and safety requirements. We will use the results of the pilot project to determine the feasibility and cost-effectiveness of implementing a low-cost surveillance product, and if deemed feasible, develop a plan for acquisition and deployment. Several industry offers are currently under review and we expect to complete our evaluations in the near future.
The FAA recognizes that technologies that increase situational awareness and provide direct alerting to aircrews offer great potential to address some of the human factors that contribute to runway incursions. Our decision to deploy runway status lights is just one example of our increased emphasis on direct aircrew alerting. We are also aware that industry has stepped up to the plate to offer avionic product solutions that may further enhance aircrew situational awareness and thus increased runway safety. To facilitate operational assessment of these solutions, the FAA recently announced a “Cooperative Agreement for Improving Runway Safety.” Under this program, the FAA intends to enter into Funded Cooperative Agreements with users who agree to equip their aircraft with equipment which can display approved Airport Moving Maps or with equipment approved to provide aural situational awareness runway information to pilots. The FAA will offer participants federal funds in an amount commensurate with the type of equipment proposed and the extent of the user’s installation and participation in the FAA’s operational evaluation program. In exchange for the federal contribution, the users must agree to equip their airplanes within a specified period and participate in FAA tests detailed in a Test and Evaluation Master Plan. The FAA is initially committing $2 million to this initiative.
Twenty of the busiest airports in America were identified for targeted Runway Safety Action Team visits based on a combination of a history of runway incursions, wrong runway events and wrong runway risk factors. Last year, these 20 airports accounted for 33 percent (8 of 24) of the serious runway incursions. So far this year that number is 17 percent (4 of 23).
The Runway Safety Action Team visits involved surface analysis meetings with air traffic control, both management and controllers, safety inspectors from FAA and the airports, and airport managers and operators. Just through the interaction and discussion among these groups, action plans to mitigate identified risks were finalized. These meetings identified over 100 short term fixes that could be accomplished within 60 days, including new or improved signage, improved marking, driver training, and other actions. This proves that “common sense” opportunities for curbing runway incursions exist.
Not all measures to improve runway safety will involve fielding expensive equipment and new systems. Quick and relatively inexpensive solutions include improving airfield markings, adding targeted training for controllers and aircrews, and fine-tuning air traffic procedures. Incorporating the lessons learned through the meetings with the initial 20 airports, FAA identified a second tier of 22 airports and we completed the focused surface analysis at these 22 airports in July 2008.
FAA has also continued to make progress in improving Runway Safety Areas (RSAs). RSAs enhance safety in the event of an undershoot, overrun, or excursion from the side of the runway. In FY 2000, FAA started an ambitious program to accelerate RSA improvements for commercial service runways that do not meet standards. The FAA developed a long-term completion plan that will ensure that all practicable improvements are completed by 2015.
When the RSA improvement initiative began in FY 2000 there were a total of 454 RSAs requiring improvement. Since then, significant progress has been made and 68 percent of the RSA improvements have been completed. By the end of 2010, 86 percent of RSA improvements will be completed, leaving only 59 to meet the 2015 goal. Twenty-four airports have improved safety areas using Engineered Materials Arresting Systems (EMAS), a relatively recent technology of crushable material placed at the end of a runway, and designed to absorb the forward momentum of an aircraft. EMAS offers a significant RSA improvement where the land off the ends of the runway is constrained and a conventional RSA is not practicable. To date, four aircraft overruns have been caught by EMAS applications with a 100 percent success rate.
As part of the Administrator’s “Call to Action” last year, the FAA required all airports with enplanements of 1.5 million or more (75 airports) to enhance airport markings by June 30, 2008, and urged airports to provide recurrent training to contractors and service providers that drive on aircraft movement areas. All 75 airports completed the marking upgrades by June 2008 and most did so well in advance of the deadline. More than half of the commercial service airports not currently required to upgrade their markings have voluntarily agreed to do so. In addition, roughly 85 percent of all commercial service airports currently have or plan to provide recurrent training for all who have access to the aircraft movement area. Our Airports office at the FAA has completed rulemaking requiring the enhanced markings at all Part 139 certificated airports by 2009 for medium and 2010 for small airports.
Human Factors
While the FAA has made great strides in advancing and implementing technologies to reduce runway incursions, technology is only as good as the people who use it. To this end, we are concentrating a great deal of effort into the human factors elements of runway incursions. As I reported to you in February, the FAA is seeking input from NATCA on revamping policies for issuing taxi clearances. The requirement to issue explicit taxi instructions was implemented in May 2008 and the requirement for an aircraft to cross all intervening runways prior to receiving a takeoff clearance was implemented in August 2008. Both of these requirements address NTSB recommendations on runway safety.
We are also working with NATCA to implement a voluntary reporting system for air traffic controllers similar to the Aviation Safety Action Program (ASAP) with airlines, pilots, airport operators and the FAA. This program is know as the Air Traffic Safety Action Program (ATSAP) and marks the beginning of a demonstration program to encourage voluntary safety reports from the ATO controllers. The program offers individual controllers an opportunity to provide valuable inputs to improve safety.
Voluntary safety reporting has proven very successful as sources of additional information that can be used to target safety risks that may not have been identified through existing audits, inspections, and automated tools. In my role at United, I was responsible for four ASAP programs for pilots, dispatchers, mechanics and flight attendants. Because of this work, I am convinced that information from a voluntary reporting system will help us to spot trends and prevent future runway incursions.
We have implemented voluntary reporting in our Chicago area facilities and receive valuable safety information daily regarding events and incidents that previously might have gone unreported. We will continue to expand this program without delay to additional facilities.
Recently the FAA conducted our first-ever Fatigue Symposium. This symposium brought together leading fatigue scientists; representatives of the airline industry and its employee groups, representatives of the NTSB, and representatives of the FAA and its employee groups. At the symposium, fatigue scientists and industry experts presented the most current scientific and industry-relevant fatigue information to a broad audience representing both flight operations and shift-work operations, including air traffic control, maintenance, ramp operations, and aircraft dispatch. The intent of the conference was to present information that would lead to improved understanding of fatigue in aviation and increased awareness of fatigue mitigation strategies, which the aviation industry can voluntarily adopt. By all accounts that conference was extremely successful and resulted in a great deal of information, ideas, and strategies.
Following up on that, we are preparing the proceedings of the Fatigue Symposium for posting on the FAA homepage, so that all operators, not just those in attendance, may access the wealth of information the conference produced. We have already applied some of the information, ideas and strategies in its evaluation of air carrier-specific proposals for ultra long range (ULR) operations (operations with a flight or flights in excess of 16 hours). The FAA is observing the effectiveness of the fatigue mitigation strategies employed in ULR operations, for any "lessons learned" that may be applied to other, non-ULR operations. We continue to examine the information from the Fatigue Symposium to determine what next steps we may be able to take.
The FAA is committed to designing an end-to-end system that seeks to eliminate runway incursions while accommodating human error. In February, I mentioned to you that the FAA plans on creating a standing Runway Council Working Group to look at the data and address root causes, and continue to involve all who play a part in runway safety. The Runway Council is scheduled to begin this fall, and will have dedicated human factors expertise to address this aspect of runway incursions.
Conclusion
The FAA continues to seek ways to improve awareness, training, and technologies and we look forward to our collaboration with airlines, airports, air traffic control and pilot unions, and aerospace manufacturers to curb runway incursions. I want to thank personally all of the stakeholders that have been working with the FAA on our efforts, including the Office of the Inspector General, the GAO, NATCA, the National Business Aviation Association, the Airline Pilots Association, the airlines, the Aircraft Owners and Pilots Association, and many others. We could not do what we do without their incredibly valuable input.
We also value the Committee’s interest in this arena, and welcome your counsel and assistance in our efforts to reduce runway incursions and improve safety in our nation’s aviation system. Your oversight has kept us on track to continue to improve safety, on the ground and in the air, and I appreciate that.
This concludes my remarks, and I would be happy to answer any questions the Committee may have.
Fonte: FAA 25/09/2008.
Thank you for inviting me here today to update you on the Federal Aviation Administration’s (FAA’s) efforts to improve runway safety. Since I was last here in February of this year, I am happy to report that we have made some excellent progress in this arena, and I am confident that we will continue on this path.
Current Status of Runway Incursions
At the FAA, safety is our first priority, and as I have mentioned to this Committee before, a commitment to safety is part of my DNA. While 2007 was the safest year yet for aviation in our Nation’s history, when we last testified in February 2008, we had experienced one of the worst quarters for serious runway incursions — ten between October 2007 and December 2007, and two more in January 2008. Based on our response to this unacceptable situation, as of September 15, 2008, we are on track to equal or slightly improve on the safest year on record.
The National Transportation Safety Board (NTSB) and the Government Accountability Office (GAO) have issued recommendations on areas where the FAA could make improvements in runway safety. In November, the NTSB announced that improving runway safety will remain on the Board’s “Most Wanted” list of improvements for 2008. FAA believes that the technologies we are now testing and deploying will be responsive to address the problem of runway incursions. Also, the GAO reported on how the FAA has taken steps to address runway and ramp safety. We appreciate the work that the GAO and NTSB have done, and we welcome their analysis and feedback. While runway safety has received more public attention in recent months, it is important to remember that for many years, the FAA has actively invested in programs and technology development to address this serious aviation safety issue.
As a reminder to the Members, let me explain the categories of runway incursions. Category A incursions are the most serious incidents, in which a collision was narrowly avoided. Category B incursions are incidents in which separation decreases, and there is a significant potential for a collision, which may result in a time critical corrective or evasive response to avoid a collision. Category C incidents are characterized by ample time and/or distance to avoid a collision, and Category D is an incident which meets the definition of runway incursion, such as the incorrect presence of single vehicle/person/aircraft on the protected area of a surface designated for the take-off or landing of an aircraft, but with no immediate safety consequences.
Beginning with Fiscal Year (FY) 2008, the FAA adopted the definition of runway incursion as used by the International Civil Aviation Organization (ICAO), the United Nations organization charged with promoting safety and security in international aviation. This new definition, which FAA helped develop for ICAO, is much more inclusive and counts every single mistake made on the airport operational surface, even if another vehicle, pedestrian or aircraft is not involved. As a result, we will have more data to analyze trends and improve safety.
By redefining what a runway incursion is, the total number of what we now report as a runway incursion is expected to triple. This explains the spike in Category C incidents beginning in October 2007. Category C now includes data that we used to classify as Category C and D incursions. The new Category D accounts for incursions which we previously tracked as surface incidents.
However, Category A and B incidents, the most serious incursions, continue to be defined and tracked as before.
An aggressive and effective FAA runway safety program has reduced the number of serious runway incursions by 55 percent since 2001. In FY 2007, we saw a 25 percent reduction in serious runway incursions from 2006. There were 24 serious runway incursions (Category A and B incursions) during 61 million aircraft operations, a significant reduction from the 31 incursions in FY 2006, and the 53 incursions in FY 2001. We have only had 23 serious runway incursions as of September 15th of FY 2008, as compared to 24 last years.
What is significant about this number, however, is the quarterly comparison. During the first quarter of FY 2008, there were 10 Category A and B runway incursions, as compared to two in first quarter FY 2007. During the second quarter of FY 2008, there were five Category A and B runway incursions, as compared to five in second quarter FY 2007. In third quarter FY 2008, there have been four Category A and B runway incursions, while third quarter FY 2007 saw ten of these. And, as we approach the end of the fiscal year, there have been four (with a possible fifth pending) Category A and B runway incursions, in comparison to the seven in final quarter of FY 2007. As you can see, the trend is towards continued improvement every quarter.
But while we have made improvements with the most serious of the runway incursions, overall runway incursions increased in FY 2007 to 370, up from 330 in FY 2006, and they continued to increase in 2008. If we use the prior definition for comparison purposes only, we have already had 388 runway incursions so far this year. To understand the impact of the new runway incursion definition, last year there would have been 891 runway incursions and so far this year we have had 953. So far, seven of the 23 serious incursions involved a commercial airline and there was one collision involving a general aviation airplane and a grass mowing tractor.
As you know, the FAA investigates every reported runway incursion and assigns a reason for the incursion. We send a team to the facility to review the airport information; radar data and voice tapes, if they are available; and interview the individuals involved, often controllers, pilots and/or vehicle operators. In 2008 we are seeing about 65 percent pilot error, 25 percent vehicle/pedestrian errors, and ten percent controller errors. The shift between Operational Errors (OEs) and Vehicle or Pedestrian Deviations (VPDs) is a result of the new definition. Previously, Pilot Deviations (PDs) or VPDs that did not involve a loss of separation were not counted as runway incursions. Under the new definition, they are, which is causing the increase in our count. By contrast, this decreases the percentage of OEs in our database.
Update on Technology Installations
As I reported to you in February, we are working to install runway surveillance technology that improves controller situational awareness on the airport movement area at our nation’s busiest airports. The FAA has spent over $404 million to date to acquire and deploy the next generation of ground surveillance technology, known as Airport Surface Detection Equipment — Model X or ASDE-X for short. The FAA will commit more than $806 million over a 30-year period on equipment, installation, operations and maintenance of the 35 operational and three support ASDE-X systems.
I am pleased to report that we are rolling out ASDE-X even faster than we had originally anticipated.
Seventeen towers are now using ASDE-X operationally and 16 additional towers are scheduled to be operational by the end of October 2010, with the remaining two scheduled to be operational by Spring 2011.
Runway Status Lights, which were developed as a result of the NTSB’s “Most Wanted” list of safety improvements, are a fully-automated system that integrates airport lighting equipment with surveillance systems to provide a visual signal to pilots and vehicle operators when it is unsafe to enter/cross/or begin takeoff roll on a runway. Airport surveillance sensor inputs are processed through light control logic that command in-pavement lights to illuminate red when there is traffic on or approaching the runway. The contract is scheduled to be awarded this fall.
There are two types of Runway Status Lights currently being tested: Runway Entrance Lights and Takeoff Hold Lights. Runway Entrance Lights provide signals to aircraft crossing or entering a runway from an intersecting taxiway. Takeoff Hold Lights provide a signal to aircraft in position for takeoff that another aircraft is crossing or entering the runway. These systems are scheduled to be installed at 22 of the nation’s busiest airports by FY 2011. We recently announced accelerated installation and testing at Los Angeles International Airport (LAX) and Boston Logan International Airport (BOS). BOS will be testing a third type of light system designed to warn pilots of potential conflicts on intersecting runways. We have also initiated Memoranda of Understanding at 18 airports, which contain the agreements for the light configuration and construction and installation timetables.
We are also testing a system at the Long Beach Airport, known as the Final Approach Runway Occupancy Signal (FAROS), which will further enhance runway safety. This system is similar to Runway Status Lights in that it provides immediate information to pilots on approach to land that the runway is occupied or otherwise unsafe for landing. The FAROS system determines the occupancy of the runway by detecting aircraft or vehicles on the runway surface. If a monitored area on the runway is occupied, FAROS activates a signal to alert the pilot that it is potentially unsafe to land.
We are developing a plan for implementing FAROS at larger airports, and expect to begin operational trials at Dallas-Fort Worth later this fall.
The FAA is also evaluating low-cost ground surveillance systems for potential application at airports that are currently not programmed to receive ASDE-X technology. At present, we are evaluating two such systems at Spokane, Washington and we believe that basic ground surveillance capability, increasing controller situational awareness, can be provided at a cost less than the more sophisticated ASDE-X technology that is needed at larger, more complex airports.
Since I last appeared before you in February, we have taken the process a step further. Based on what we have learned at Spokane, we have issued a request for proposal inviting industry offers of candidate low-cost ground surveillance products for FAA consideration. Our intent is to install these selected low-cost products at various airports as part of a pilot project to determine which products satisfy minimum operational and safety requirements. We will use the results of the pilot project to determine the feasibility and cost-effectiveness of implementing a low-cost surveillance product, and if deemed feasible, develop a plan for acquisition and deployment. Several industry offers are currently under review and we expect to complete our evaluations in the near future.
The FAA recognizes that technologies that increase situational awareness and provide direct alerting to aircrews offer great potential to address some of the human factors that contribute to runway incursions. Our decision to deploy runway status lights is just one example of our increased emphasis on direct aircrew alerting. We are also aware that industry has stepped up to the plate to offer avionic product solutions that may further enhance aircrew situational awareness and thus increased runway safety. To facilitate operational assessment of these solutions, the FAA recently announced a “Cooperative Agreement for Improving Runway Safety.” Under this program, the FAA intends to enter into Funded Cooperative Agreements with users who agree to equip their aircraft with equipment which can display approved Airport Moving Maps or with equipment approved to provide aural situational awareness runway information to pilots. The FAA will offer participants federal funds in an amount commensurate with the type of equipment proposed and the extent of the user’s installation and participation in the FAA’s operational evaluation program. In exchange for the federal contribution, the users must agree to equip their airplanes within a specified period and participate in FAA tests detailed in a Test and Evaluation Master Plan. The FAA is initially committing $2 million to this initiative.
Twenty of the busiest airports in America were identified for targeted Runway Safety Action Team visits based on a combination of a history of runway incursions, wrong runway events and wrong runway risk factors. Last year, these 20 airports accounted for 33 percent (8 of 24) of the serious runway incursions. So far this year that number is 17 percent (4 of 23).
The Runway Safety Action Team visits involved surface analysis meetings with air traffic control, both management and controllers, safety inspectors from FAA and the airports, and airport managers and operators. Just through the interaction and discussion among these groups, action plans to mitigate identified risks were finalized. These meetings identified over 100 short term fixes that could be accomplished within 60 days, including new or improved signage, improved marking, driver training, and other actions. This proves that “common sense” opportunities for curbing runway incursions exist.
Not all measures to improve runway safety will involve fielding expensive equipment and new systems. Quick and relatively inexpensive solutions include improving airfield markings, adding targeted training for controllers and aircrews, and fine-tuning air traffic procedures. Incorporating the lessons learned through the meetings with the initial 20 airports, FAA identified a second tier of 22 airports and we completed the focused surface analysis at these 22 airports in July 2008.
FAA has also continued to make progress in improving Runway Safety Areas (RSAs). RSAs enhance safety in the event of an undershoot, overrun, or excursion from the side of the runway. In FY 2000, FAA started an ambitious program to accelerate RSA improvements for commercial service runways that do not meet standards. The FAA developed a long-term completion plan that will ensure that all practicable improvements are completed by 2015.
When the RSA improvement initiative began in FY 2000 there were a total of 454 RSAs requiring improvement. Since then, significant progress has been made and 68 percent of the RSA improvements have been completed. By the end of 2010, 86 percent of RSA improvements will be completed, leaving only 59 to meet the 2015 goal. Twenty-four airports have improved safety areas using Engineered Materials Arresting Systems (EMAS), a relatively recent technology of crushable material placed at the end of a runway, and designed to absorb the forward momentum of an aircraft. EMAS offers a significant RSA improvement where the land off the ends of the runway is constrained and a conventional RSA is not practicable. To date, four aircraft overruns have been caught by EMAS applications with a 100 percent success rate.
As part of the Administrator’s “Call to Action” last year, the FAA required all airports with enplanements of 1.5 million or more (75 airports) to enhance airport markings by June 30, 2008, and urged airports to provide recurrent training to contractors and service providers that drive on aircraft movement areas. All 75 airports completed the marking upgrades by June 2008 and most did so well in advance of the deadline. More than half of the commercial service airports not currently required to upgrade their markings have voluntarily agreed to do so. In addition, roughly 85 percent of all commercial service airports currently have or plan to provide recurrent training for all who have access to the aircraft movement area. Our Airports office at the FAA has completed rulemaking requiring the enhanced markings at all Part 139 certificated airports by 2009 for medium and 2010 for small airports.
Human Factors
While the FAA has made great strides in advancing and implementing technologies to reduce runway incursions, technology is only as good as the people who use it. To this end, we are concentrating a great deal of effort into the human factors elements of runway incursions. As I reported to you in February, the FAA is seeking input from NATCA on revamping policies for issuing taxi clearances. The requirement to issue explicit taxi instructions was implemented in May 2008 and the requirement for an aircraft to cross all intervening runways prior to receiving a takeoff clearance was implemented in August 2008. Both of these requirements address NTSB recommendations on runway safety.
We are also working with NATCA to implement a voluntary reporting system for air traffic controllers similar to the Aviation Safety Action Program (ASAP) with airlines, pilots, airport operators and the FAA. This program is know as the Air Traffic Safety Action Program (ATSAP) and marks the beginning of a demonstration program to encourage voluntary safety reports from the ATO controllers. The program offers individual controllers an opportunity to provide valuable inputs to improve safety.
Voluntary safety reporting has proven very successful as sources of additional information that can be used to target safety risks that may not have been identified through existing audits, inspections, and automated tools. In my role at United, I was responsible for four ASAP programs for pilots, dispatchers, mechanics and flight attendants. Because of this work, I am convinced that information from a voluntary reporting system will help us to spot trends and prevent future runway incursions.
We have implemented voluntary reporting in our Chicago area facilities and receive valuable safety information daily regarding events and incidents that previously might have gone unreported. We will continue to expand this program without delay to additional facilities.
Recently the FAA conducted our first-ever Fatigue Symposium. This symposium brought together leading fatigue scientists; representatives of the airline industry and its employee groups, representatives of the NTSB, and representatives of the FAA and its employee groups. At the symposium, fatigue scientists and industry experts presented the most current scientific and industry-relevant fatigue information to a broad audience representing both flight operations and shift-work operations, including air traffic control, maintenance, ramp operations, and aircraft dispatch. The intent of the conference was to present information that would lead to improved understanding of fatigue in aviation and increased awareness of fatigue mitigation strategies, which the aviation industry can voluntarily adopt. By all accounts that conference was extremely successful and resulted in a great deal of information, ideas, and strategies.
Following up on that, we are preparing the proceedings of the Fatigue Symposium for posting on the FAA homepage, so that all operators, not just those in attendance, may access the wealth of information the conference produced. We have already applied some of the information, ideas and strategies in its evaluation of air carrier-specific proposals for ultra long range (ULR) operations (operations with a flight or flights in excess of 16 hours). The FAA is observing the effectiveness of the fatigue mitigation strategies employed in ULR operations, for any "lessons learned" that may be applied to other, non-ULR operations. We continue to examine the information from the Fatigue Symposium to determine what next steps we may be able to take.
The FAA is committed to designing an end-to-end system that seeks to eliminate runway incursions while accommodating human error. In February, I mentioned to you that the FAA plans on creating a standing Runway Council Working Group to look at the data and address root causes, and continue to involve all who play a part in runway safety. The Runway Council is scheduled to begin this fall, and will have dedicated human factors expertise to address this aspect of runway incursions.
Conclusion
The FAA continues to seek ways to improve awareness, training, and technologies and we look forward to our collaboration with airlines, airports, air traffic control and pilot unions, and aerospace manufacturers to curb runway incursions. I want to thank personally all of the stakeholders that have been working with the FAA on our efforts, including the Office of the Inspector General, the GAO, NATCA, the National Business Aviation Association, the Airline Pilots Association, the airlines, the Aircraft Owners and Pilots Association, and many others. We could not do what we do without their incredibly valuable input.
We also value the Committee’s interest in this arena, and welcome your counsel and assistance in our efforts to reduce runway incursions and improve safety in our nation’s aviation system. Your oversight has kept us on track to continue to improve safety, on the ground and in the air, and I appreciate that.
This concludes my remarks, and I would be happy to answer any questions the Committee may have.
Fonte: FAA 25/09/2008.
African continent prepares for RVSM implementation
States across the African continent are preparing to reconfigure their airspace by adopting reduced vertical separation minima (RVSM) from midnight tomorrow.
The switch will halve the standard height interval between cruising altitudes from 2,000ft to 1,000ft over all states in the ICAO African and Indian Ocean region.
The International Federation of Air Line Pilots' Associations says the programme is "undoubtedly the largest" air traffic management initiative undertaken by the continent, and will "contribute to improving overall safety" in the region.
ICAO's planning and implementation group agreed the changeover date from conventional separation minima to RVSM airspace at a meeting in Rwanda last year.
RVSM applies to altitudes from flight levels 290 to 410. The change will create additional flight levels and bring the continent into line with other areas of the world - notably Europe and certain North African states - which have already introduced RVSM operations.
In June ICAO confirmed the switchover date and said that all 53 African and Indian Ocean region countries had reaffirmed commitment to RVSM by completing national safety plans.
It stated that the time around midnight on 25 September would be a suitably "quiet and stable" period during which the transition could take place.
Under the transition plan all ground stations will repeatedly warn aircraft, from 45min beforehand, of the impending change.
Non-RVSM aircraft will be excluded from altitudes between FL290 and FL410 from two hours before the midnight transition, and operations by non-RVSM aircraft above FL410 will be suspended for the four-hour period bridging midnight.
From midnight controllers will start allocating RVSM altitudes. Intervals of close monitoring will follow during which authorities will check for, and report, any possible irregularities or incidents such as height deviations wake vortex encounters.
Source: Air Transport Intelligence news
Fonte: Flight Safety Information 25/09/2008.
The switch will halve the standard height interval between cruising altitudes from 2,000ft to 1,000ft over all states in the ICAO African and Indian Ocean region.
The International Federation of Air Line Pilots' Associations says the programme is "undoubtedly the largest" air traffic management initiative undertaken by the continent, and will "contribute to improving overall safety" in the region.
ICAO's planning and implementation group agreed the changeover date from conventional separation minima to RVSM airspace at a meeting in Rwanda last year.
RVSM applies to altitudes from flight levels 290 to 410. The change will create additional flight levels and bring the continent into line with other areas of the world - notably Europe and certain North African states - which have already introduced RVSM operations.
In June ICAO confirmed the switchover date and said that all 53 African and Indian Ocean region countries had reaffirmed commitment to RVSM by completing national safety plans.
It stated that the time around midnight on 25 September would be a suitably "quiet and stable" period during which the transition could take place.
Under the transition plan all ground stations will repeatedly warn aircraft, from 45min beforehand, of the impending change.
Non-RVSM aircraft will be excluded from altitudes between FL290 and FL410 from two hours before the midnight transition, and operations by non-RVSM aircraft above FL410 will be suspended for the four-hour period bridging midnight.
From midnight controllers will start allocating RVSM altitudes. Intervals of close monitoring will follow during which authorities will check for, and report, any possible irregularities or incidents such as height deviations wake vortex encounters.
Source: Air Transport Intelligence news
Fonte: Flight Safety Information 25/09/2008.
El Al flight from Paris gets fighter plane escort following bomb scare
El Al flight 324 from Paris to Tel Aviv was escorted to Israel by air force fighter planes before its 8 P.M. landing last night due to suspicions a bomb had been placed onboard. The event proved a false alarm.
After landing, the Boeing 767 carrying 237 passengers parked far from the terminal, and passengers were bused to the main terminal and went through a security check. El Al technical staff, meanwhile, examined the plane for a bomb. Advertisement
"We saw fighter planes from the windows. The captain explained to us what was happening," said a passenger.
A few days ago, Israeli security authorities received a warning that a bomb might be placed on the flight, and alerted their French counterparts. Strict security measures were taken even before the plane took off from Charles de Gaulle Airport, and French warplanes escorted the plane until it left French airspace.
The other countries along the plane's route were notified, and they all chose to have the plane escorted.
Israeli authorities implemented the standard procedures in such cases, even though Israeli security authorities believed the event was a false alarm, particularly in light of the severe security measures taken in Paris, Haaretz has learned.
In general, fighters escort a commercial flight in cases of suspected hijackings to direct the plane or prevent it from flying to other destinations. If the authorities had truly suspected a bomb had been placed onboard, the plane would have been directed to make an emergency landing on the way.
Zeev Sarig, the managing director of Ben-Gurion Airport, told Haaretz yesterday: "In order to rule out any possibility [of a bomb], we conducted examinations of the passengers and the plane, to ensure the plane was clean. The process was carried out with no problems."
This is not the first time in recent years that air force jets were scrambled to escort commercial flights on their way to Israel, whether for fears of hijackings or false alarms of bombs placed onboard.
For example, a Lufthansa flight was forced to land in Larnaca, Cyprus in 2004 after an anonymous caller phoned the airline's offices in Germany and warned of a bomb onboard. Lufthansa said the caller spoke in and Arabic accent. After being checked, the plane was allowed to continue to Israel.
http://www.haaretz.com/hasen/spages/1024188.html
Fonte: Flight Safety Information 25/09/2008.
After landing, the Boeing 767 carrying 237 passengers parked far from the terminal, and passengers were bused to the main terminal and went through a security check. El Al technical staff, meanwhile, examined the plane for a bomb. Advertisement
"We saw fighter planes from the windows. The captain explained to us what was happening," said a passenger.
A few days ago, Israeli security authorities received a warning that a bomb might be placed on the flight, and alerted their French counterparts. Strict security measures were taken even before the plane took off from Charles de Gaulle Airport, and French warplanes escorted the plane until it left French airspace.
The other countries along the plane's route were notified, and they all chose to have the plane escorted.
Israeli authorities implemented the standard procedures in such cases, even though Israeli security authorities believed the event was a false alarm, particularly in light of the severe security measures taken in Paris, Haaretz has learned.
In general, fighters escort a commercial flight in cases of suspected hijackings to direct the plane or prevent it from flying to other destinations. If the authorities had truly suspected a bomb had been placed onboard, the plane would have been directed to make an emergency landing on the way.
Zeev Sarig, the managing director of Ben-Gurion Airport, told Haaretz yesterday: "In order to rule out any possibility [of a bomb], we conducted examinations of the passengers and the plane, to ensure the plane was clean. The process was carried out with no problems."
This is not the first time in recent years that air force jets were scrambled to escort commercial flights on their way to Israel, whether for fears of hijackings or false alarms of bombs placed onboard.
For example, a Lufthansa flight was forced to land in Larnaca, Cyprus in 2004 after an anonymous caller phoned the airline's offices in Germany and warned of a bomb onboard. Lufthansa said the caller spoke in and Arabic accent. After being checked, the plane was allowed to continue to Israel.
http://www.haaretz.com/hasen/spages/1024188.html
Fonte: Flight Safety Information 25/09/2008.
FAA to help airlines install crash-avoidance equipment
Skywest Airlines, US Airways and Southwest Airlines will get $600,000 each to help pay for systems designed to help prevent runway incursions.
Three airlines that operate at Los Angeles International Airport will install safety equipment in their cockpits designed to reduce runway near misses, the Federal Aviation Administration announced Wednesday.
The FAA will provide $600,000 each to Skywest Airlines, US Airways and Southwest Airlines to help pay for cockpit systems that show pilots their precise locations at airports and provide them with information about the runways they are entering, crossing or departing from.
Research by the FAA and the airline industry shows that the technology would have eliminated 44% of the serious runway incursions nationwide that were caused by pilot error between 2004 and '08.
Incursions occur when pilots fail to stop at hold lines on taxiways that lead to runways. Aircraft that stray too far present a risk of collision with other planes.
FAA officials say the so-called "electronic flight bags," which include a map display and an alerting system, will be particularly useful to pilots at night, during poor weather or when flight crews are not familiar with the layout of an airport.
"This technology is on every pilot's wish list. It's going to be a big boost for runway safety," said Bobby Sturgell, the FAA's acting administrator. "As a former airline pilot myself, I can tell you that putting these systems in the cockpit will raise situational awareness considerably."
The FAA has agreed to help fund the systems in exchange for information from the airlines that will help the agency evaluate the effectiveness of the system. Under the agreement, each airline will install the technology in 20 aircraft by May 15, 2009.
The $600,000 grants are part of a $5-million program by the FAA to help equip cargo and passenger carriers with the new technology, especially at major airports with runway safety issues.
http://www.latimes.com/news/local/la-me-lax25-2008sep25,0,138932.story
Fonte: Flight Safety Information 25/09/2008.
Three airlines that operate at Los Angeles International Airport will install safety equipment in their cockpits designed to reduce runway near misses, the Federal Aviation Administration announced Wednesday.
The FAA will provide $600,000 each to Skywest Airlines, US Airways and Southwest Airlines to help pay for cockpit systems that show pilots their precise locations at airports and provide them with information about the runways they are entering, crossing or departing from.
Research by the FAA and the airline industry shows that the technology would have eliminated 44% of the serious runway incursions nationwide that were caused by pilot error between 2004 and '08.
Incursions occur when pilots fail to stop at hold lines on taxiways that lead to runways. Aircraft that stray too far present a risk of collision with other planes.
FAA officials say the so-called "electronic flight bags," which include a map display and an alerting system, will be particularly useful to pilots at night, during poor weather or when flight crews are not familiar with the layout of an airport.
"This technology is on every pilot's wish list. It's going to be a big boost for runway safety," said Bobby Sturgell, the FAA's acting administrator. "As a former airline pilot myself, I can tell you that putting these systems in the cockpit will raise situational awareness considerably."
The FAA has agreed to help fund the systems in exchange for information from the airlines that will help the agency evaluate the effectiveness of the system. Under the agreement, each airline will install the technology in 20 aircraft by May 15, 2009.
The $600,000 grants are part of a $5-million program by the FAA to help equip cargo and passenger carriers with the new technology, especially at major airports with runway safety issues.
http://www.latimes.com/news/local/la-me-lax25-2008sep25,0,138932.story
Fonte: Flight Safety Information 25/09/2008.
FedEx to begin HUD EFVS installations this month
FedEx Express is ready to begin installing on its Boeing MD-10s a newly certified head-up display (HUD) and infra-red vision system which will become standard cockpit equipment across the cargo carrier's entire 362-aircraft fleet by 2015.
FedEx managing director of strategic projects Joel Murdock told last week's Cargo Facts aircraft symposium in Miami the Memphis-based carrier will begin installing a new HUD with enhanced flight vision system (EFVS) technology on its MD-10 fleet by the end of September. He says when the first HUD EFVS-equipped MD-10 is placed into revenue service later this year it will mark the start of an eight-year effort, which will conclude in 2015 when the last aircraft in FedEx's fleet is slated to be equipped with the new flight safety technology.
FedEx in June announced it had secured FAA certification authorizing the new system for the MD-10. Murdoch says the FAA has since also certified the system for the Boeing MD-11. He notes FedEx intends to later certify the system for the Airbus A300, Airbus A310, Boeing 757 and Boeing 777.
Murdock says each certification effort will take about one year to complete. Once certification is achieved, it will take another two to three years to complete installations on each aircraft type.
FedEx currently operates 362 aircraft, which it uses to serve 220 countries and transport 3.5 million packages per day, says Murdock. This includes a mix of MD-11s, MD-10s, A300s, A310s as well as McDonnell Douglas DC-10s and Boeing 727s.
FedEx plans to convert its remaining DC-10s into MD-10s and has just begun replacing its 727s with 757s.
FedEx placed into service the first of 87 Singapore Technologies-converted 757 freighters in July and plans to put another three into service this month. Murdock says it was too early in the HUD-EVS programme to have the 757s outfitted with the technology during the conversion process so the fleet will instead be retrofitted early next decade.
FedEx also has 15 777 freighters on order, which will also have to be retrofitted later with the HUD-EFVS cockpit. Murdock says the first 777 will be placed into service next September.
FedEx has been looking at introducing new avionics combining the latest in HUD and EFVS technology since the late 1990s. After working closely with Gulfstream, which is considered the world's pioneer in integrating these types of technologies, FedEx in 2003 chose to combine a HUD supplied by Honeywell with an infra-red vision system featuring EFVS technology from Elbit System's Kollsman unit. Certification for the MD-10 was originally scheduled for 2006.
While enhanced and synthetic vision has already become the latest rage in the business aviation community, FedEx is poised to be the first airline in the world to use the new technology.
Murdock says the company's "magic windows program" will allow FedEx pilots to land below normal minimums in zero visibility conditions during the day and night. This will significantly improve the reliability of FedEx's operation as it operates into several airports which are often covered by fog or haze.
"This technology sees through [fog and haze] with no problems," Murdock says. "We really feel this technology will be a big benefit for us."
Murdock says the system allows the captain to be "head up" for the entire landing while the first officer looks out the windshield. On the captain's HUD, infra-red images from the EFVS are displayed showing real-life conditions, including the location of terrain.
Once 50ft above the runway, a small cross appears on the HUD which guides the captain down for a perfect touchdown even if the first officer still cannot see the runway out the windshield. Guidance is even provided to allow the captain to compensate for gusty or crosswind conditions.
Source: Air Transport Intelligence news
Fonte: Flight Safety Information 25/09/2008.
FedEx managing director of strategic projects Joel Murdock told last week's Cargo Facts aircraft symposium in Miami the Memphis-based carrier will begin installing a new HUD with enhanced flight vision system (EFVS) technology on its MD-10 fleet by the end of September. He says when the first HUD EFVS-equipped MD-10 is placed into revenue service later this year it will mark the start of an eight-year effort, which will conclude in 2015 when the last aircraft in FedEx's fleet is slated to be equipped with the new flight safety technology.
FedEx in June announced it had secured FAA certification authorizing the new system for the MD-10. Murdoch says the FAA has since also certified the system for the Boeing MD-11. He notes FedEx intends to later certify the system for the Airbus A300, Airbus A310, Boeing 757 and Boeing 777.
Murdock says each certification effort will take about one year to complete. Once certification is achieved, it will take another two to three years to complete installations on each aircraft type.
FedEx currently operates 362 aircraft, which it uses to serve 220 countries and transport 3.5 million packages per day, says Murdock. This includes a mix of MD-11s, MD-10s, A300s, A310s as well as McDonnell Douglas DC-10s and Boeing 727s.
FedEx plans to convert its remaining DC-10s into MD-10s and has just begun replacing its 727s with 757s.
FedEx placed into service the first of 87 Singapore Technologies-converted 757 freighters in July and plans to put another three into service this month. Murdock says it was too early in the HUD-EVS programme to have the 757s outfitted with the technology during the conversion process so the fleet will instead be retrofitted early next decade.
FedEx also has 15 777 freighters on order, which will also have to be retrofitted later with the HUD-EFVS cockpit. Murdock says the first 777 will be placed into service next September.
FedEx has been looking at introducing new avionics combining the latest in HUD and EFVS technology since the late 1990s. After working closely with Gulfstream, which is considered the world's pioneer in integrating these types of technologies, FedEx in 2003 chose to combine a HUD supplied by Honeywell with an infra-red vision system featuring EFVS technology from Elbit System's Kollsman unit. Certification for the MD-10 was originally scheduled for 2006.
While enhanced and synthetic vision has already become the latest rage in the business aviation community, FedEx is poised to be the first airline in the world to use the new technology.
Murdock says the company's "magic windows program" will allow FedEx pilots to land below normal minimums in zero visibility conditions during the day and night. This will significantly improve the reliability of FedEx's operation as it operates into several airports which are often covered by fog or haze.
"This technology sees through [fog and haze] with no problems," Murdock says. "We really feel this technology will be a big benefit for us."
Murdock says the system allows the captain to be "head up" for the entire landing while the first officer looks out the windshield. On the captain's HUD, infra-red images from the EFVS are displayed showing real-life conditions, including the location of terrain.
Once 50ft above the runway, a small cross appears on the HUD which guides the captain down for a perfect touchdown even if the first officer still cannot see the runway out the windshield. Guidance is even provided to allow the captain to compensate for gusty or crosswind conditions.
Source: Air Transport Intelligence news
Fonte: Flight Safety Information 25/09/2008.
NTSB investigates electrical anomaly in American 757 diversion
US National Transportation Safety Board (NTSB) officials in Chicago yesterday began investigating what forced an American Airlines Boeing 757-200 with seven crew and 187 passengers enroute from Seattle to New York JFK to stop short and overrun its landing after diverting to O'Hare Monday afternoon.
According to the FAA, the pilots of American Flight 268 reported an electrical issue while enroute and requested to divert to O'Hare. After landing on Runway 22R at O'Hare, the aircraft came to rest on the left side of the overrun area with its nose gear and left main gear in the grass, where passengers deplaned using portable stairs.
American Airlines says it continues to investigate the source of the electrical problem and that the aircraft remains out of service.
The FAA says no one was injured during the incident Monday.
http://www.flightglobal.com/articles/2008/09/24/316394/ntsb-investigates-electrical-anomaly-in-american-757.html
Fonte: Flight Safety Information 25/08/2008.
According to the FAA, the pilots of American Flight 268 reported an electrical issue while enroute and requested to divert to O'Hare. After landing on Runway 22R at O'Hare, the aircraft came to rest on the left side of the overrun area with its nose gear and left main gear in the grass, where passengers deplaned using portable stairs.
American Airlines says it continues to investigate the source of the electrical problem and that the aircraft remains out of service.
The FAA says no one was injured during the incident Monday.
http://www.flightglobal.com/articles/2008/09/24/316394/ntsb-investigates-electrical-anomaly-in-american-757.html
Fonte: Flight Safety Information 25/08/2008.
terça-feira, 23 de setembro de 2008
NTSB investigating runway incursion in Allentown, PA.
National Transportation Safety Board
Washington, DC 20594
September 22, 2008
The National Transportation Safety Board is investigating a runway incursion Friday evening in Allentown, Pennsylvania involving a general aviation aircraft and a Chicago-bound regional jet airliner.
At 7:45 p.m. on September 19, a Cessna R172K (N736GV) was on a landing roll on runway 6 at the Lehigh Valley International Airport when the pilot was instructed to exit the runway at taxiway A4. Mesa Airlines flight 7138, a CRJ-700 (N506MJ), already instructed to position and hold on the same runway, was then given clearance by the same controller to take off.
During the takeoff roll, the Mesa crew heard the Cessna pilot say that he'd missed the taxiway A4 turnoff and ask to exit at taxiway B. The Mesa crew saw the Cessna ahead on the runway and aborted the takeoff at about 120 knots, swerving around the Cessna.
The Mesa crew estimated that they missed colliding with the Cessna by about 10 feet.
Night visual meteorological conditions prevailed, and there were no reported injuries to the 60 persons aboard the jet or those aboard the Cessna.
Fonte: NTSB 23/09/2008.
Washington, DC 20594
September 22, 2008
The National Transportation Safety Board is investigating a runway incursion Friday evening in Allentown, Pennsylvania involving a general aviation aircraft and a Chicago-bound regional jet airliner.
At 7:45 p.m. on September 19, a Cessna R172K (N736GV) was on a landing roll on runway 6 at the Lehigh Valley International Airport when the pilot was instructed to exit the runway at taxiway A4. Mesa Airlines flight 7138, a CRJ-700 (N506MJ), already instructed to position and hold on the same runway, was then given clearance by the same controller to take off.
During the takeoff roll, the Mesa crew heard the Cessna pilot say that he'd missed the taxiway A4 turnoff and ask to exit at taxiway B. The Mesa crew saw the Cessna ahead on the runway and aborted the takeoff at about 120 knots, swerving around the Cessna.
The Mesa crew estimated that they missed colliding with the Cessna by about 10 feet.
Night visual meteorological conditions prevailed, and there were no reported injuries to the 60 persons aboard the jet or those aboard the Cessna.
Fonte: NTSB 23/09/2008.
"It’s the Little Things That Matter"
Robert A. Sturgell, Montreal, Canada September 18, 2008
American Bar Association Air and Space Law Forum
Good afternoon, everyone. I want to thank Nancy [LoBue]for those kind words just now, and for the leadership she’s shown as your chair. I know you all won’t miss a beat when Renee [Martin-Nagle]takes the helm next year.
I have to admit to feeling an overwhelming sense of deja vu. If it seems like just yesterday when I was in Montreal, well, maybe because it was. Actually, it was ten days ago, for the ICAO conference on air traffic modernization. It’s great to be back with President Kobeh in the city where the roots of aviation run deep.
The purpose of my visit then was to talk about the coming together of the two most advanced aviation systems in the world — America and Europe. We’re both heading into a critical phase of meshing our future technology and airspace systems. We call our new system “NextGen.” Europe calls theirs “SESAR.” [Single European Sky ATM Research].
As part of our NextGen efforts, you’ve seen us focus on congestion and, in particular, the redesign of the New York airspace.
I like to call these initiatives our “full attorney employment” initiatives, because I think collectively — between the airspace redesign and our market-based auctions — we have about twenty-something lawsuits filed against us. And the number’s rising by the hour.
Humor aside, as I thought about what to discuss with this group, New York is a microcosm of some of the issues that we face going forward, from both an operations and policy perspective.
Collectively, we have to figure out how to keep moving forward on infrastructure projects — new runways, new taxiways, terminals, and airports.
Operationally, we have to find ways to better utilize existing infrastructure, accelerate technology and better design airspace.
From a policy perspective, how do we maintain competition when there’s no additional capacity?
And what are the best ways to manage congestion?
Beyond New York, there are other policy issues yet to be resolved:
Confidentiality of data and data-sharing.
How to resolve fatigue issues and move to a framework that’s based more on the science?
Should our efforts in commercial space adopt industry-consensus standards similar to the Light Sport Aircraft?
FAA oversight — How do we keep up with this ever-evolving industry?
What’s the best way to certify and introduce new technology and aircraft in a manner that further improves aviation safety?
And what’s the best approach for financing the FAA in a way that’s fair and ensures stable, reliable funding?
All of these topics are a speech to themselves, and we ought to be able to debate them in a thorough, constructive manner — not through sound bites and political rhetoric.
The system is too important to the collective good of this nation.
Especially in this time of change and struggle for the carriers in every location, we recognize the challenges the industry is going through, what with the fuel crisis, the financial straits and the cuts in service to small communities.
In the here and now, we’re working with the airports and the airlines to ease the sting.
For example, this past summer, with fuel prices going through the roof, I met with a couple dozen industry executives — a “fuel forum” — to talk about where things stand and what to do about it. We discussed new procedures and other steps that the carriers can take to lower their fuel bill. Not ten years from now, but things they can do right now.
But, today, I want to hold off on the policy issues and take a little different approach.
I’d like to talk about a safety issue that we’ve tackled with renewed energy. The heart of the issue is the intersection of humans and technology. It’s a collective liability for all of us, and I need your help in working with the industry to make further improvements — runway safety.
You may remember the call to action we convened last year with the stakeholders to get the incursion numbers down.
At the FAA, we’ve spent millions on new technology. We’ve repainted runway markings. And we’ve installed runway status lights that act like traffic signals.
The airlines are doing their part too, training pilots on the need for constant vigilance in the cockpit, changing procedures, changing checklists.
And it’s clear that despite all that we’ve done, attention is not focused where it needs to be. As a matter of fact, I just sent another letter to the airline CEOs asking them to ratchet up situational awareness once again.
We’ve taken the human out of the loop with things like autopilot, but machines aren’t the answer. If they were, my DVD player wouldn’t always be flashing 12 o’clock.
I’d like to illustrate the scenario with some video.
The pilot is told to hold short. Roger that. The controller repeats the instruction. The pilot repeats it for the second time — and then he rolls onto an active runway.
Instruction. Confirmation. Instruction. Confirmation. Then an incursion. What do you say when the correct instructions are given twice? When we’ve made all these efforts, and it comes down to this?
As you can see, human-in-the-loop issues are everyone’s problem. They are our collective liabilities.
And since you are all part of the industry, and you deal with the airlines and the stakeholders, I need your help — help me solve these human-in-the-loop issues. What can we do to further enhance safety when we’ve maxed out on technology — whether it’s for pilots, controllers or vehicle drivers?
As a former airline pilot, I am concerned that certain business practices, such as cleaning up as pilots are taxiing in, can exacerbate the problem. This is a liability none of us needs.The safety record of commercial flying is extremely high, but it’s no accident or miracle. It’s because we’ve been paying attention to the little details. A safety record like ours requires the continued, sustained attention of an entire industry on the little things. Thank you.
Fonte: FAA 23/09/2008.
American Bar Association Air and Space Law Forum
Good afternoon, everyone. I want to thank Nancy [LoBue]for those kind words just now, and for the leadership she’s shown as your chair. I know you all won’t miss a beat when Renee [Martin-Nagle]takes the helm next year.
I have to admit to feeling an overwhelming sense of deja vu. If it seems like just yesterday when I was in Montreal, well, maybe because it was. Actually, it was ten days ago, for the ICAO conference on air traffic modernization. It’s great to be back with President Kobeh in the city where the roots of aviation run deep.
The purpose of my visit then was to talk about the coming together of the two most advanced aviation systems in the world — America and Europe. We’re both heading into a critical phase of meshing our future technology and airspace systems. We call our new system “NextGen.” Europe calls theirs “SESAR.” [Single European Sky ATM Research].
As part of our NextGen efforts, you’ve seen us focus on congestion and, in particular, the redesign of the New York airspace.
I like to call these initiatives our “full attorney employment” initiatives, because I think collectively — between the airspace redesign and our market-based auctions — we have about twenty-something lawsuits filed against us. And the number’s rising by the hour.
Humor aside, as I thought about what to discuss with this group, New York is a microcosm of some of the issues that we face going forward, from both an operations and policy perspective.
Collectively, we have to figure out how to keep moving forward on infrastructure projects — new runways, new taxiways, terminals, and airports.
Operationally, we have to find ways to better utilize existing infrastructure, accelerate technology and better design airspace.
From a policy perspective, how do we maintain competition when there’s no additional capacity?
And what are the best ways to manage congestion?
Beyond New York, there are other policy issues yet to be resolved:
Confidentiality of data and data-sharing.
How to resolve fatigue issues and move to a framework that’s based more on the science?
Should our efforts in commercial space adopt industry-consensus standards similar to the Light Sport Aircraft?
FAA oversight — How do we keep up with this ever-evolving industry?
What’s the best way to certify and introduce new technology and aircraft in a manner that further improves aviation safety?
And what’s the best approach for financing the FAA in a way that’s fair and ensures stable, reliable funding?
All of these topics are a speech to themselves, and we ought to be able to debate them in a thorough, constructive manner — not through sound bites and political rhetoric.
The system is too important to the collective good of this nation.
Especially in this time of change and struggle for the carriers in every location, we recognize the challenges the industry is going through, what with the fuel crisis, the financial straits and the cuts in service to small communities.
In the here and now, we’re working with the airports and the airlines to ease the sting.
For example, this past summer, with fuel prices going through the roof, I met with a couple dozen industry executives — a “fuel forum” — to talk about where things stand and what to do about it. We discussed new procedures and other steps that the carriers can take to lower their fuel bill. Not ten years from now, but things they can do right now.
But, today, I want to hold off on the policy issues and take a little different approach.
I’d like to talk about a safety issue that we’ve tackled with renewed energy. The heart of the issue is the intersection of humans and technology. It’s a collective liability for all of us, and I need your help in working with the industry to make further improvements — runway safety.
You may remember the call to action we convened last year with the stakeholders to get the incursion numbers down.
At the FAA, we’ve spent millions on new technology. We’ve repainted runway markings. And we’ve installed runway status lights that act like traffic signals.
The airlines are doing their part too, training pilots on the need for constant vigilance in the cockpit, changing procedures, changing checklists.
And it’s clear that despite all that we’ve done, attention is not focused where it needs to be. As a matter of fact, I just sent another letter to the airline CEOs asking them to ratchet up situational awareness once again.
We’ve taken the human out of the loop with things like autopilot, but machines aren’t the answer. If they were, my DVD player wouldn’t always be flashing 12 o’clock.
I’d like to illustrate the scenario with some video.
The pilot is told to hold short. Roger that. The controller repeats the instruction. The pilot repeats it for the second time — and then he rolls onto an active runway.
Instruction. Confirmation. Instruction. Confirmation. Then an incursion. What do you say when the correct instructions are given twice? When we’ve made all these efforts, and it comes down to this?
As you can see, human-in-the-loop issues are everyone’s problem. They are our collective liabilities.
And since you are all part of the industry, and you deal with the airlines and the stakeholders, I need your help — help me solve these human-in-the-loop issues. What can we do to further enhance safety when we’ve maxed out on technology — whether it’s for pilots, controllers or vehicle drivers?
As a former airline pilot, I am concerned that certain business practices, such as cleaning up as pilots are taxiing in, can exacerbate the problem. This is a liability none of us needs.The safety record of commercial flying is extremely high, but it’s no accident or miracle. It’s because we’ve been paying attention to the little details. A safety record like ours requires the continued, sustained attention of an entire industry on the little things. Thank you.
Fonte: FAA 23/09/2008.
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