TOKYO Thomson Financial - A South Korean airliner bound for New York made an emergency landing on Thursday in northern Japan after apparent technical problems, an airport official said.
The Korean Air plane appeared fine from the outside as it landed in the rain at Chitose airport near the northern city of Sapporo, according to television footage.
The TBS network reported that a light had gone off on the plane warning of the possibility of a fire.
http://www.forbes.com/afxnewslimited/feeds/afx/2008/07/17/afx5224263.html
Fonte: Flight Safety Information 17/07/2008.
quinta-feira, 17 de julho de 2008
Dual engine failure cited in Kalitta 747F Bogota crash inquiry
Preliminary inquiries into the Kalitta Air Boeing 747-200 freighter crash in Colombia indicate that both outboard engines on the aircraft lost power shortly after the jet took off from Bogota.
With the resulting loss of thrust probably too great to permit a return to the airport, the crew apparently attempted to land the aircraft, in darkness, in an area of open countryside between the towns of Madrid and Mosqueta.
Sources in contact with the crew, who survived the 7 July accident, claim that the outboard starboard engine failed after rotation, as the aircraft departed to the northwest bound for Miami.
As the pilots prepared to carry out the standard set of procedures for loss of an engine during take-off, the outboard port engine also failed. It appears to have touched down heading south, just to the west of a body of water, disintegrating and leaving a trail of debris hundreds of meters long.
The cockpit separated and came to rest away from the central fuselage and wing assemblies, which were consumed by a fierce blaze. Two people on the ground were killed.
Images of the instrument panel inside the cockpit of the wrecked aircraft, while not conclusive, appear to show similar, much lower oil pressure indications for the outboard engines than the inboard pair.
The landing-gear and flap levers also appear to be in the retracted position, although it is unclear whether this accurately reflects the configuration of the aircraft before impact.
Loss of power from an engine during take-off is a central aspect of the investigation into another Kalitta Air 747-200F accident at Brussels on 25 May. The aircraft broke up after overrunning the runway but, again, the crew survived.
Source: Air Transport Intelligence news (Fligth Safety Information 17/07/2008).
With the resulting loss of thrust probably too great to permit a return to the airport, the crew apparently attempted to land the aircraft, in darkness, in an area of open countryside between the towns of Madrid and Mosqueta.
Sources in contact with the crew, who survived the 7 July accident, claim that the outboard starboard engine failed after rotation, as the aircraft departed to the northwest bound for Miami.
As the pilots prepared to carry out the standard set of procedures for loss of an engine during take-off, the outboard port engine also failed. It appears to have touched down heading south, just to the west of a body of water, disintegrating and leaving a trail of debris hundreds of meters long.
The cockpit separated and came to rest away from the central fuselage and wing assemblies, which were consumed by a fierce blaze. Two people on the ground were killed.
Images of the instrument panel inside the cockpit of the wrecked aircraft, while not conclusive, appear to show similar, much lower oil pressure indications for the outboard engines than the inboard pair.
The landing-gear and flap levers also appear to be in the retracted position, although it is unclear whether this accurately reflects the configuration of the aircraft before impact.
Loss of power from an engine during take-off is a central aspect of the investigation into another Kalitta Air 747-200F accident at Brussels on 25 May. The aircraft broke up after overrunning the runway but, again, the crew survived.
Source: Air Transport Intelligence news (Fligth Safety Information 17/07/2008).
NTSB To Investigate Two Runway Incursions At TEB
Lear Lands On Closed Runway; Cessna, Falcon Come Too Close For Comfort
The National Transportation Safety Board is investigating two runway incursions that occurred at New Jersey's Teterboro Airport within two weeks of each other.
ANN reported on one of those incidents last week. On June 25, 2008, at 0534 EDT, a Learjet 45 operated as Windrider flight 988 landed on a closed runway.
Runway 1/19 had been closed by airport operations at 0505. A lighted X, indicating that the runway was closed, was placed at the departure end of the runway. Additionally, the controller placed two runway incursion devices, which are memory aides to remind the tower controller of the closure, at the local control position. However, the controller did not notify the approach control facility, New York Terminal Radar Approach Control, of the runway closure.
Twenty-seven minutes after the closing of the runway, the approach controller called the tower controller to request a visual approach to runway 19 for flight 988. The tower controller approved the request. The airplane flew over two employees who were working north of the displaced threshold of runway 19 and landed on the runway. ATIS information Hotel, in effect at the time of the incident, did not include the closed runway.
The second incident occurred July 9 at 1010 EDT involving a Cessna 172 (N316AS) and a Dassault Falcon 200 (N277QS). The Cessna landed on runway 19 and requested a back taxi to the approach end of runway 19 for departure. The ground controller instructed the pilot to taxi to runway 19 via taxiway L and to hold short of runway 19.
However, the pilot was not instructed to hold short of runway 24, which intersected runway 19. The airplane had crossed the hold line for runway 24 but not over the runway edge when the tower controller cleared the Falcon for takeoff on runway 24. The tower cancelled the Falcon's clearance once it was determined that the Cessna was across the runway hold line.
The FAA reports the two airplanes were 1,200 feet apart. The incident occurred during the day shift with a front line manager and two air traffic control specialists on position.
NTSB Air Traffic Control Investigator Daniel Bartlett has been designated Investigator-in-charge for both incidents. Both preliminary reports are on the Board's web site.
FMI: www.ntsb.gov
aero-news.net
Fonte: Flight Safety Information 17/07/2008.
The National Transportation Safety Board is investigating two runway incursions that occurred at New Jersey's Teterboro Airport within two weeks of each other.
ANN reported on one of those incidents last week. On June 25, 2008, at 0534 EDT, a Learjet 45 operated as Windrider flight 988 landed on a closed runway.
Runway 1/19 had been closed by airport operations at 0505. A lighted X, indicating that the runway was closed, was placed at the departure end of the runway. Additionally, the controller placed two runway incursion devices, which are memory aides to remind the tower controller of the closure, at the local control position. However, the controller did not notify the approach control facility, New York Terminal Radar Approach Control, of the runway closure.
Twenty-seven minutes after the closing of the runway, the approach controller called the tower controller to request a visual approach to runway 19 for flight 988. The tower controller approved the request. The airplane flew over two employees who were working north of the displaced threshold of runway 19 and landed on the runway. ATIS information Hotel, in effect at the time of the incident, did not include the closed runway.
The second incident occurred July 9 at 1010 EDT involving a Cessna 172 (N316AS) and a Dassault Falcon 200 (N277QS). The Cessna landed on runway 19 and requested a back taxi to the approach end of runway 19 for departure. The ground controller instructed the pilot to taxi to runway 19 via taxiway L and to hold short of runway 19.
However, the pilot was not instructed to hold short of runway 24, which intersected runway 19. The airplane had crossed the hold line for runway 24 but not over the runway edge when the tower controller cleared the Falcon for takeoff on runway 24. The tower cancelled the Falcon's clearance once it was determined that the Cessna was across the runway hold line.
The FAA reports the two airplanes were 1,200 feet apart. The incident occurred during the day shift with a front line manager and two air traffic control specialists on position.
NTSB Air Traffic Control Investigator Daniel Bartlett has been designated Investigator-in-charge for both incidents. Both preliminary reports are on the Board's web site.
FMI: www.ntsb.gov
aero-news.net
Fonte: Flight Safety Information 17/07/2008.
Outlook For Summer Air Travel: Addressing Congestion And Delay
Statement of Henry Krakowski, Chief Operating Officer, Air Traffic Organization
Chairman Rockefeller, Senator Hutchison, Members of the Subcommittee:
Thank you for inviting me here to testify about aviation congestion and delays. With me today is Michael Reynolds, the Acting Assistant Secretary for Aviation and International Affairs from the Department of Transportation (DOT). With the summer travel season upon us, the Federal Aviation Administration (FAA) and the DOT have a number of efforts underway to address aviation congestion and delays.
State of the Industry
In order to frame the issues properly, we must first take a look at the state of the aviation industry today. Record oil prices, a slowing economy, and increased competition are just a few factors that have created a number of significant challenges for airlines — challenges that certainly will change the face of the aviation industry in the years to come.
To meet these challenges, many carriers are raising fares, streamlining operations, and reducing service. With a few notable exceptions — JFK, Denver and San Francisco, for example — air traffic is down. General aviation operations are also down, due to fuel and insurance costs, further de-stressing the system. System-wide, FAA data shows the number of flights have decreased just over 2 percent, comparing May 2008 to May 2007.
While airlines are announcing reductions in service, and air traffic overall is down, it is likely that the busiest and most congested airports, particularly in the New York/New Jersey region, will not see a significant reduction. Even if they do see a downturn in the short run, history tells us that the aviation industry is very cyclical and that service will eventually return to — and exceed — the record levels we saw last year. Of the current delay minutes, 32.9 percent were at the three largest airports in the New York area (Newark Liberty International, LaGuardia Airport, and John F.
Kennedy International Airport), as compared to 33.4 percent from last year. Approximately one-third of the nation’s flights and one-sixth of the world’s flights either start or traverse the airspace that supports the New York/New Jersey/Philadelphia (NY/NJ/PHL) region.
In 2007, the aviation industry recorded the second worst year for delays since 1995; 27 percent of flights were delayed or cancelled in 2007. Both the frequency and the severity of ground delays were unprecedented. The costs of delays are huge — the Senate Joint Economic Committee estimates that last year flight delays alone cost passengers, airlines, and the U.S. economy over $40 billion. Additionally, the Travel Industry Association estimates that air travelers avoided over 41 million trips last year — leading to lost revenues and taxes of over $26 billion.
Even if carriers reduce flights this summer enough to reduce congestion, we still must do something to fix the problems that caused last summer’s horrible delays. We continue to work towards developing and providing solutions for all of the users of the nation’s airspace system.
As we frame the problem, we should note that we are living in the safest period in aviation history and we are constantly striving to make it safer still. In the past 10 years, the commercial fatal accident rate has dropped 57 percent. General aviation accidents are down. Safety is and will always be the primary goal of the FAA. Nothing we do to address congestion and delays will compromise the FAA’s safety mandate.
Summer 2008
A snapshot of the system comparing May 2008 to May 2007 for the 35 Operational Evolution Partnership airports is telling. As you know, we had far more severe weather during May 2008 than we had in May 2007, particularly in the Midwest. Previously, this would have caused major delays throughout the NAS, and had the FAA done nothing, we would have seen thousands of delayed and stranded passengers all over the country. Instead, our projected data estimates that the average minutes of delay for all flights decreased slightly (by almost 1 percent), while the number of flights with more than one hour of delay decreased by 8 percent. Although the data from the Bureau of Transportation Statistics has not been finalized, we are expecting to see that cancellations for May 2008 have decreased approximately 8 percent and on-time arrivals increased nearly 1 percent over May of last year.
According to FAA data, bad weather causes 70 percent of all delays. The situation is worse during the summer, unlike winter storms, which take time to develop and move slowly, summer storms can form quickly, stretch for hundreds of miles and travel rapidly over large portions of the country, grounding flights and sending chain reaction delays throughout the NAS. While we cannot control the weather, we can control how we manage the delays. With new dispersal headings, the use of
Adaptive Airspace Flow Programs (detailed below), new westbound departure routes out of New York, and other improvements, we are dealing more effectively with delays, using people, procedures, and technology.
In 1998, the FAA initiated Collaborative Decision Making (CDM), which represented a change in how the FAA communicates with the airlines in order to reduce delays. Prior to CDM, airlines were hesitant to share certain information for competitive reasons. Airlines now share schedule information with the FAA’s Command Center in Herndon, VA, including flight delays, cancellations and newly created flights. The Command Center uses this information to monitor airport arrival demand and take steps to reduce delays caused by heavy traffic and severe weather. Daily teleconferences are held every two hours between FAA air traffic managers, the airlines, and general aviation users, to discuss problems affecting capacity in the system and decide the most efficient, and collaborative solution as these situations arise.
For 2008, the FAA is implementing a number of new procedures and tools to enhance this system and to help manage and reduce congestion, outlined below:
Western Atlantic Route System
This initiative will increase capacity along the East Coast over the Atlantic this summer by reducing lateral separation from 90 miles to 50 miles for aircraft with avionics that provide an appropriate level of accuracy.
The area includes parts of Miami and New York high altitude airspace, as well as the San Juan Center Radar Approach Control airspace.In the past, lateral separation in oceanic airspace has been set at 90 miles between aircraft to maintain safe separation.
This initiative takes advantage of more precise aircraft position technology to allow for more Atlantic routes, 20 more transition route fixes and ultimately more access to the available airspace. The procedures became fully operational on June 5, 2008.
New Playbook Routes
Playbook routes are pre-coordinated routes that are developed to route aircraft around convective weather. New playbook routes will be in place this summer to provide alternate route options during periods of severe weather.
Nineteen new playbook routes will be available, including four Virginia Capes Area (VACAPES) routes designed for use in military airspace when it is available.
Integrated Collaborative Rerouting Tool
This is a new automated tool that depicts constrained airspace to airlines and other users of the NAS. This alleviates the need for the FAA to implement required reroutes, which may be less favorable to the users. It gives the airlines scheduling options and a more efficient utilization of the available airspace. The tool will allow pilots to provide early intent of their preferred routing around constrained areas, such as storms-affected areas.
Adaptive Airspace Flow Programs (AFPs)
The Airspace Flow Program was deployed in June 2006 and enables the FAA to manage adjustments to changing weather patterns. This is crucial during the summer convective weather season when storms grow rapidly and move across large swaths of the country. Before the FAA developed the technology to implement AFPs, the FAA's primary tool was a ground delay programs to prevent aircraft from taking off if they were headed for a delayed airport from any direction.
Ground delay programs remain valuable under appropriate circumstances, but sometimes have the unintended consequence of delaying flights that would otherwise not encounter severe weather.
Last summer from May 2 through August 30, 2007 a total of 58 AFPs were used. Use of these AFPs provided approximately $68 million in savings for the airlines. AFPs, which focus on particular areas in the sky where severe weather is expected, generally are a more equitable and efficient way of handling flights during severe weather.
The Adaptive Airspace Flow Program is an enhancement to the original program. This summer, the FAA can adjust the parameters of an AFP based on changing weather intensity, providing a more effective way to manage traffic during severe summer storms that will minimize delays.Using AFPs, the FAA is able to target only those flights that are expected to encounter severe weather. The targeted flights are issued an Expect Departure Clearance Time (EDCT), giving the airlines the option to accept a delayed, but predictable departure time, to take a longer route to fly around the weather or to make alternate plans.
Adaptive Compression
This program, launched in March 2007, automatically identifies unused arrival slots at airports affected by AFP or ground delays and moves other flights into those slots. This means that maximum arrival rates will be maintained, easing congestion and delays. Adaptive Compression saved $27 million for the airlines and 1.1 million delay minutes for the airlines and the flying public in its first year of operation.
Expanding Capacity
Expanding capacity in the overall NAS is always our preference, both on land and in the air. Airport capacity is critical. Along with our partners in the airport community, we have achieved significant progress in increasing capacity and we intend to continue to support this with our ongoing airport improvement programs. A brief overview of the status of recent airport projects as well as projects in the planning stages might be helpful.
The 35 airports included in the Operational Evolution Partnership (OEP) account for about 75 percent of all passenger enplanements. Much of the delay in air traffic can be traced to inadequate “throughput” (measured as arrival and departure rates) at these airports. Airfield construction (new runways, runway extensions, new taxiways, end around perimeter taxiways, and airfield reconfigurations) is the most effective method of increasing throughput.
Consequently, constructing new and/or extending runways, taxiways, and airfield reconfiguration are solution sets of the OEP’s.
Airport Development Domain.
Arrival and departure rates at the nation’s busiest airports are constrained by the limited number of runways that can be in active use simultaneously. The addition of new and extended runways or airfield reconfigurations will expand airport throughput at the target airports, and possibly for other airports in the same metropolitan area.
In most cases the airfield projects are sufficient to keep pace with forecasted demand. Since FY 2000, 14 of the 35 OEP airports have opened 15 airfield projects (including 13 new runways providing 20 miles of new runway pavement, 1 end around taxiway, and 1 airfield reconfiguration).
The projects have provided these airports with the potential to accommodate 1.6 million more annual operations and decrease average delay per operation at these airports by about 5 minutes, and reduce the potential for runway incursions.
Fonte: FAA Press Release 17/07/2008.
Chairman Rockefeller, Senator Hutchison, Members of the Subcommittee:
Thank you for inviting me here to testify about aviation congestion and delays. With me today is Michael Reynolds, the Acting Assistant Secretary for Aviation and International Affairs from the Department of Transportation (DOT). With the summer travel season upon us, the Federal Aviation Administration (FAA) and the DOT have a number of efforts underway to address aviation congestion and delays.
State of the Industry
In order to frame the issues properly, we must first take a look at the state of the aviation industry today. Record oil prices, a slowing economy, and increased competition are just a few factors that have created a number of significant challenges for airlines — challenges that certainly will change the face of the aviation industry in the years to come.
To meet these challenges, many carriers are raising fares, streamlining operations, and reducing service. With a few notable exceptions — JFK, Denver and San Francisco, for example — air traffic is down. General aviation operations are also down, due to fuel and insurance costs, further de-stressing the system. System-wide, FAA data shows the number of flights have decreased just over 2 percent, comparing May 2008 to May 2007.
While airlines are announcing reductions in service, and air traffic overall is down, it is likely that the busiest and most congested airports, particularly in the New York/New Jersey region, will not see a significant reduction. Even if they do see a downturn in the short run, history tells us that the aviation industry is very cyclical and that service will eventually return to — and exceed — the record levels we saw last year. Of the current delay minutes, 32.9 percent were at the three largest airports in the New York area (Newark Liberty International, LaGuardia Airport, and John F.
Kennedy International Airport), as compared to 33.4 percent from last year. Approximately one-third of the nation’s flights and one-sixth of the world’s flights either start or traverse the airspace that supports the New York/New Jersey/Philadelphia (NY/NJ/PHL) region.
In 2007, the aviation industry recorded the second worst year for delays since 1995; 27 percent of flights were delayed or cancelled in 2007. Both the frequency and the severity of ground delays were unprecedented. The costs of delays are huge — the Senate Joint Economic Committee estimates that last year flight delays alone cost passengers, airlines, and the U.S. economy over $40 billion. Additionally, the Travel Industry Association estimates that air travelers avoided over 41 million trips last year — leading to lost revenues and taxes of over $26 billion.
Even if carriers reduce flights this summer enough to reduce congestion, we still must do something to fix the problems that caused last summer’s horrible delays. We continue to work towards developing and providing solutions for all of the users of the nation’s airspace system.
As we frame the problem, we should note that we are living in the safest period in aviation history and we are constantly striving to make it safer still. In the past 10 years, the commercial fatal accident rate has dropped 57 percent. General aviation accidents are down. Safety is and will always be the primary goal of the FAA. Nothing we do to address congestion and delays will compromise the FAA’s safety mandate.
Summer 2008
A snapshot of the system comparing May 2008 to May 2007 for the 35 Operational Evolution Partnership airports is telling. As you know, we had far more severe weather during May 2008 than we had in May 2007, particularly in the Midwest. Previously, this would have caused major delays throughout the NAS, and had the FAA done nothing, we would have seen thousands of delayed and stranded passengers all over the country. Instead, our projected data estimates that the average minutes of delay for all flights decreased slightly (by almost 1 percent), while the number of flights with more than one hour of delay decreased by 8 percent. Although the data from the Bureau of Transportation Statistics has not been finalized, we are expecting to see that cancellations for May 2008 have decreased approximately 8 percent and on-time arrivals increased nearly 1 percent over May of last year.
According to FAA data, bad weather causes 70 percent of all delays. The situation is worse during the summer, unlike winter storms, which take time to develop and move slowly, summer storms can form quickly, stretch for hundreds of miles and travel rapidly over large portions of the country, grounding flights and sending chain reaction delays throughout the NAS. While we cannot control the weather, we can control how we manage the delays. With new dispersal headings, the use of
Adaptive Airspace Flow Programs (detailed below), new westbound departure routes out of New York, and other improvements, we are dealing more effectively with delays, using people, procedures, and technology.
In 1998, the FAA initiated Collaborative Decision Making (CDM), which represented a change in how the FAA communicates with the airlines in order to reduce delays. Prior to CDM, airlines were hesitant to share certain information for competitive reasons. Airlines now share schedule information with the FAA’s Command Center in Herndon, VA, including flight delays, cancellations and newly created flights. The Command Center uses this information to monitor airport arrival demand and take steps to reduce delays caused by heavy traffic and severe weather. Daily teleconferences are held every two hours between FAA air traffic managers, the airlines, and general aviation users, to discuss problems affecting capacity in the system and decide the most efficient, and collaborative solution as these situations arise.
For 2008, the FAA is implementing a number of new procedures and tools to enhance this system and to help manage and reduce congestion, outlined below:
Western Atlantic Route System
This initiative will increase capacity along the East Coast over the Atlantic this summer by reducing lateral separation from 90 miles to 50 miles for aircraft with avionics that provide an appropriate level of accuracy.
The area includes parts of Miami and New York high altitude airspace, as well as the San Juan Center Radar Approach Control airspace.In the past, lateral separation in oceanic airspace has been set at 90 miles between aircraft to maintain safe separation.
This initiative takes advantage of more precise aircraft position technology to allow for more Atlantic routes, 20 more transition route fixes and ultimately more access to the available airspace. The procedures became fully operational on June 5, 2008.
New Playbook Routes
Playbook routes are pre-coordinated routes that are developed to route aircraft around convective weather. New playbook routes will be in place this summer to provide alternate route options during periods of severe weather.
Nineteen new playbook routes will be available, including four Virginia Capes Area (VACAPES) routes designed for use in military airspace when it is available.
Integrated Collaborative Rerouting Tool
This is a new automated tool that depicts constrained airspace to airlines and other users of the NAS. This alleviates the need for the FAA to implement required reroutes, which may be less favorable to the users. It gives the airlines scheduling options and a more efficient utilization of the available airspace. The tool will allow pilots to provide early intent of their preferred routing around constrained areas, such as storms-affected areas.
Adaptive Airspace Flow Programs (AFPs)
The Airspace Flow Program was deployed in June 2006 and enables the FAA to manage adjustments to changing weather patterns. This is crucial during the summer convective weather season when storms grow rapidly and move across large swaths of the country. Before the FAA developed the technology to implement AFPs, the FAA's primary tool was a ground delay programs to prevent aircraft from taking off if they were headed for a delayed airport from any direction.
Ground delay programs remain valuable under appropriate circumstances, but sometimes have the unintended consequence of delaying flights that would otherwise not encounter severe weather.
Last summer from May 2 through August 30, 2007 a total of 58 AFPs were used. Use of these AFPs provided approximately $68 million in savings for the airlines. AFPs, which focus on particular areas in the sky where severe weather is expected, generally are a more equitable and efficient way of handling flights during severe weather.
The Adaptive Airspace Flow Program is an enhancement to the original program. This summer, the FAA can adjust the parameters of an AFP based on changing weather intensity, providing a more effective way to manage traffic during severe summer storms that will minimize delays.Using AFPs, the FAA is able to target only those flights that are expected to encounter severe weather. The targeted flights are issued an Expect Departure Clearance Time (EDCT), giving the airlines the option to accept a delayed, but predictable departure time, to take a longer route to fly around the weather or to make alternate plans.
Adaptive Compression
This program, launched in March 2007, automatically identifies unused arrival slots at airports affected by AFP or ground delays and moves other flights into those slots. This means that maximum arrival rates will be maintained, easing congestion and delays. Adaptive Compression saved $27 million for the airlines and 1.1 million delay minutes for the airlines and the flying public in its first year of operation.
Expanding Capacity
Expanding capacity in the overall NAS is always our preference, both on land and in the air. Airport capacity is critical. Along with our partners in the airport community, we have achieved significant progress in increasing capacity and we intend to continue to support this with our ongoing airport improvement programs. A brief overview of the status of recent airport projects as well as projects in the planning stages might be helpful.
The 35 airports included in the Operational Evolution Partnership (OEP) account for about 75 percent of all passenger enplanements. Much of the delay in air traffic can be traced to inadequate “throughput” (measured as arrival and departure rates) at these airports. Airfield construction (new runways, runway extensions, new taxiways, end around perimeter taxiways, and airfield reconfigurations) is the most effective method of increasing throughput.
Consequently, constructing new and/or extending runways, taxiways, and airfield reconfiguration are solution sets of the OEP’s.
Airport Development Domain.
Arrival and departure rates at the nation’s busiest airports are constrained by the limited number of runways that can be in active use simultaneously. The addition of new and extended runways or airfield reconfigurations will expand airport throughput at the target airports, and possibly for other airports in the same metropolitan area.
In most cases the airfield projects are sufficient to keep pace with forecasted demand. Since FY 2000, 14 of the 35 OEP airports have opened 15 airfield projects (including 13 new runways providing 20 miles of new runway pavement, 1 end around taxiway, and 1 airfield reconfiguration).
The projects have provided these airports with the potential to accommodate 1.6 million more annual operations and decrease average delay per operation at these airports by about 5 minutes, and reduce the potential for runway incursions.
Fonte: FAA Press Release 17/07/2008.
"Fuel Tank Flammability"
Good morning. I'm honored to be here today as we take another step forward on what has been a long journey of investigation, discovery, innovation and cooperation. Every step in the process of finding answers and creating solutions has been driven by our need to serve 230 families who simply asked, “Why?”
Our intent today is to close the door on fuel tank explosions. That is what today is all about.
Through the years, as we delved into finding a solution, we took action on two paths. First, while we were looking for a viable fix to address flammability, we made some immediate changes to attack ignition sources, issuing more than 150 airworthiness directives and other factors that could cause another catastrophe. I can assure you the safety level of commercial airplane fuel tanks is far greater today than at the time of Flight 800.
Second, FAA engineers and scientists addressed the flammability of fuel tanks by developing an inerting system that works — something early on people said could not be done. We’ve worked with Boeing to further develop the technology so that it will now be mandatory. Older aircraft will be required to retrofit their systems. New aircraft will have the technology built in.
Every member of our research, compliance, certification and operations teams involved in this process over the last 12 years has had one thing in mind: to prevent another tragedy like Flight 800. We have been mindful all along the way of our mission as stewards of the skies — to ensure the safety of those we serve.
With that said, I think that the NTSB deserves particular recognition today. First, for completing one of history’s most challenging and comprehensive aircraft accident investigations, and identifying this critical safety issue; and second, for being steadfast advocates for the safety improvement we are realizing today. From Chairmen Hall, Blakey, Engleman, Connors and now to Chairman Rosenker, I want to thank you, Mark, for your personal commitment and involvement on this issue.
And finally, to the families of Flight 800, we again offer you thanks for your inspiration and for your vigilance and dedication to ensuring that the safety of future generations remains topmost in our minds.
Fonte: FAA Press Release 17/07/2008.
Our intent today is to close the door on fuel tank explosions. That is what today is all about.
Through the years, as we delved into finding a solution, we took action on two paths. First, while we were looking for a viable fix to address flammability, we made some immediate changes to attack ignition sources, issuing more than 150 airworthiness directives and other factors that could cause another catastrophe. I can assure you the safety level of commercial airplane fuel tanks is far greater today than at the time of Flight 800.
Second, FAA engineers and scientists addressed the flammability of fuel tanks by developing an inerting system that works — something early on people said could not be done. We’ve worked with Boeing to further develop the technology so that it will now be mandatory. Older aircraft will be required to retrofit their systems. New aircraft will have the technology built in.
Every member of our research, compliance, certification and operations teams involved in this process over the last 12 years has had one thing in mind: to prevent another tragedy like Flight 800. We have been mindful all along the way of our mission as stewards of the skies — to ensure the safety of those we serve.
With that said, I think that the NTSB deserves particular recognition today. First, for completing one of history’s most challenging and comprehensive aircraft accident investigations, and identifying this critical safety issue; and second, for being steadfast advocates for the safety improvement we are realizing today. From Chairmen Hall, Blakey, Engleman, Connors and now to Chairman Rosenker, I want to thank you, Mark, for your personal commitment and involvement on this issue.
And finally, to the families of Flight 800, we again offer you thanks for your inspiration and for your vigilance and dedication to ensuring that the safety of future generations remains topmost in our minds.
Fonte: FAA Press Release 17/07/2008.
NTSB Chairman commends FAA on major advancement in aviation safety
WASHINGTON, D.C. - National Transportation Safety Board Chairman Mark V. Rosenker today commended the U.S. Department of Transportation and the Federal Aviation Administration for its final rule on fuel tank inerting.
This rule is a result of a Safety Board recommendation aimed at eliminating fuel tank explosions in transport category aircraft. This recommendation has been on the Board's Most Wanted List of Transportation Safety Improvements since 2002.
"The NTSB congratulates the DOT and the FAA on this important safety achievement," said Chairman Rosenker. "From tragedy we draw knowledge to improve safety and today's announcement represents a significant step toward avoiding future aviation accidents of this nature."
On July 17, 1996, TWA flight 800, a 747 en route from New York to Paris, exploded shortly after taking off from JFK Airport. 230 people lost their lives. In its final report, the Safety Board determined that the probable cause of the TWA 800 crash was an explosion of the center wing fuel tank, resulting from ignition of the flammable fuel/air mixture in the tank.
The Safety Board called upon the FAA to require design or operational changes that will preclude the operation of large airplanes with explosive fuel-air mixtures in the fuel tank.
In particular, the Board recommended that the FAA give significant consideration to the development of airplane design modifications, such as nitrogen-inerting systems, and to apply such modifications to newly certificated airplanes and, where feasible, to existing airplanes. The rule issued today by the DOT was in response to the Safety Board's recommendation A-96-174.
Fonte: NTSB Advisory 17/07/2008.
This rule is a result of a Safety Board recommendation aimed at eliminating fuel tank explosions in transport category aircraft. This recommendation has been on the Board's Most Wanted List of Transportation Safety Improvements since 2002.
"The NTSB congratulates the DOT and the FAA on this important safety achievement," said Chairman Rosenker. "From tragedy we draw knowledge to improve safety and today's announcement represents a significant step toward avoiding future aviation accidents of this nature."
On July 17, 1996, TWA flight 800, a 747 en route from New York to Paris, exploded shortly after taking off from JFK Airport. 230 people lost their lives. In its final report, the Safety Board determined that the probable cause of the TWA 800 crash was an explosion of the center wing fuel tank, resulting from ignition of the flammable fuel/air mixture in the tank.
The Safety Board called upon the FAA to require design or operational changes that will preclude the operation of large airplanes with explosive fuel-air mixtures in the fuel tank.
In particular, the Board recommended that the FAA give significant consideration to the development of airplane design modifications, such as nitrogen-inerting systems, and to apply such modifications to newly certificated airplanes and, where feasible, to existing airplanes. The rule issued today by the DOT was in response to the Safety Board's recommendation A-96-174.
Fonte: NTSB Advisory 17/07/2008.
terça-feira, 15 de julho de 2008
Denver International LOI Announcement
Good afternoon, everyone, and thank you.
It doesn’t take much to see what all the excitement’s about around here. I’ve just had an opportunity to walk around and see all the construction that’s going on with the new concourses. The Mayor was telling me how fast the city’s growing, and Denver International is keeping pace, right alongside.
Over the last few years, DIA’s been moving up the list of the nation’s busiest airports. Today it stands just five positions away from Number One, behind only Atlanta, Chicago, Dallas/Fort Worth and LAX.
Good news, indeed, but there’s a downside to all of this growth. There’s very little elbow room around the end of the A and C concourses. When planes are taxiing in and out of the gates, some of them have to come to a full stop to make their way around the parked aircraft. We can make that safer.
When the two concourses are eventually expanded, it’s going to mean even more planes, more gates and more potential for delays. That’s a congestion issue.
At the FAA, we’re all about finding safety and congestion solutions. That’s why it gives me great pleasure to announce that we’re committing $28 million over the next six years to construct two new aprons near concourses A and C, the two most congested wings of the three.
This will provide that extra bit of elbow room to keep the taxiing lanes cleared of parked aircraft. That means more safety and capacity.
When all is said and done, the total cost will be about $59 million. The FAA is stepping up and covering about half of that, because this is about DIA keeping in step with Denver’s reputation as the city everyone wants to visit and do business.
That’s why a project of this magnitude can’t afford to take years to complete. The plan is to start construction later this month and be finished by early spring, before the first snowflake of 2009 hits the ground.
I have to admit, the week after the Fourth of July hardly sounds like a time to be thinking about snow. But as the city knows all too well, you’ve got to be ready for whatever Mother Nature throws at you, and that’s another benefit of the new aprons.
They’ll give DIA more flexibility to handle aircraft on the ground, even with reduced runway capacity, when the next blizzard hits. Snow removal will be quicker and easier, too, with the extra space that the aprons will afford.
Our efforts will complement what Denver’s doing to avoid a repeat of 2006, when the airport was shut down for almost two days. We’ve all learned a valuable lesson from that, and now’s the time to turn those lessons into concrete action.
The city is already getting almost $30 million of the best snow removal equipment money can buy, which should be a clear message to anyone that the city’s prepared for when the next big one hits.Congratulations, Denver. Being ready, being pro-active.
Those are key when you’re Denver International and you’re closing in on Number One. Thank you.
Fonte: FAA Speeches 15/7/2008.
It doesn’t take much to see what all the excitement’s about around here. I’ve just had an opportunity to walk around and see all the construction that’s going on with the new concourses. The Mayor was telling me how fast the city’s growing, and Denver International is keeping pace, right alongside.
Over the last few years, DIA’s been moving up the list of the nation’s busiest airports. Today it stands just five positions away from Number One, behind only Atlanta, Chicago, Dallas/Fort Worth and LAX.
Good news, indeed, but there’s a downside to all of this growth. There’s very little elbow room around the end of the A and C concourses. When planes are taxiing in and out of the gates, some of them have to come to a full stop to make their way around the parked aircraft. We can make that safer.
When the two concourses are eventually expanded, it’s going to mean even more planes, more gates and more potential for delays. That’s a congestion issue.
At the FAA, we’re all about finding safety and congestion solutions. That’s why it gives me great pleasure to announce that we’re committing $28 million over the next six years to construct two new aprons near concourses A and C, the two most congested wings of the three.
This will provide that extra bit of elbow room to keep the taxiing lanes cleared of parked aircraft. That means more safety and capacity.
When all is said and done, the total cost will be about $59 million. The FAA is stepping up and covering about half of that, because this is about DIA keeping in step with Denver’s reputation as the city everyone wants to visit and do business.
That’s why a project of this magnitude can’t afford to take years to complete. The plan is to start construction later this month and be finished by early spring, before the first snowflake of 2009 hits the ground.
I have to admit, the week after the Fourth of July hardly sounds like a time to be thinking about snow. But as the city knows all too well, you’ve got to be ready for whatever Mother Nature throws at you, and that’s another benefit of the new aprons.
They’ll give DIA more flexibility to handle aircraft on the ground, even with reduced runway capacity, when the next blizzard hits. Snow removal will be quicker and easier, too, with the extra space that the aprons will afford.
Our efforts will complement what Denver’s doing to avoid a repeat of 2006, when the airport was shut down for almost two days. We’ve all learned a valuable lesson from that, and now’s the time to turn those lessons into concrete action.
The city is already getting almost $30 million of the best snow removal equipment money can buy, which should be a clear message to anyone that the city’s prepared for when the next big one hits.Congratulations, Denver. Being ready, being pro-active.
Those are key when you’re Denver International and you’re closing in on Number One. Thank you.
Fonte: FAA Speeches 15/7/2008.
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