Boeing 737 Max 8s Grounded Around the World

A popular new Boeing airliner has suffered two fatal crashes in six months. Now several nations are grounding the surviving planes while the FAA says the model is still airworthy.

The 737 Max 8 is the newest version of Boeing’s well-selling 737 series airliner with a longer range than the common domestic version. The Max 8 entered service in May 2017 with its first commercial flight operated by Malindo Air of Malaysia. About 18 months later, one of the new planes augured into the Java Sea near Jakarta killing 189 passengers and crew. This week, a second 737 Max 8 crashed in Ethiopia under similar circumstances killing 157.

As a result of the two crashes, the Chinese Civil Aviation Administration grounded Max 8s operated by Chinese airlines. Chinese companies operate 97 of the airliners said CNN citing state media. The Chinese move was followed by Ethiopian Airways and Cayman Airways as they grounded their fleets. Indonesia also ordered its airlines to ground the planes. It is possible that the Chinese decision may have been influenced by the ongoing trade war with the United States and the knowledge that the move would reflect poorly on a major US export.

By Tuesday morning, other countries had decided to ground the plane as well. Australia, Singapore, and several countries in Latin America announced the grounding of their fleets, bring the total share of grounded jets to about 40 percent of the global fleet.

“Here we have a brand-new aircraft that's gone down twice in a year. That rings alarm bells in the aviation industry because that just doesn't happen,” said Mary Schiavo, a CNN aviation analyst.

The first crash, on October 29, 2018, was a Max 8 operated as Lion Air Flight 610 by an Indonesian airline. Shortly after takeoff, the crew reported a flight control problem and announced a return to the airport. Before they could do so, the plane crashed into the sea, killing all aboard, after a 12-minute flight. The preliminary report on the accident blamed a new safety system designed to prevent the aircraft from accidentally stalling.

The second crash, Ethiopian Airlines Flight 302, last Sunday was remarkably similar to the Lion Air crash. Although the information is still preliminary, the Ethiopian flight also requested an immediate return after takeoff. Air traffic controllers lost contact with Flight 302 six minutes after takeoff. Both planes crashed in good weather and radar recorded erratic vertical speeds with descents shortly after takeoff when the plane should have been climbing to a safe altitude. The last indication showed Flight 302 descending at 2,000 feet per minute, which is an extremely high descent rate at low altitude.

Despite the similarities and the fact that two US airlines, American and Southwest, operate the Max 8, the FAA has not grounded the US fleet. In a statement, the FAA said, “External reports are drawing similarities between this accident and the Lion Air Flight 610 accident on October 29, 2018. However, this investigation has just begun and to date, we have not been provided data to draw any conclusions or take any actions.”

Other observers are less cautious about a possible connection. Former FAA Inspector David Soucie told CNN, “I've never, ever done this. I've never said that 'Hey, it's unsafe to fly a particular model' but in this case, I'm going to have to go there. I just looked at the flight data of that aircraft. It’s strikingly similar, same issues as with the Max [Lion] Air [crash]. So yeah, I would watch for that airplane.”

The cause of the Lion Air crash appears to be a faulty sensor in a new system that is designed to protect the airplane from a stall. If the wing pitches too high, it loses lift and the airplane ceases flying. The recovery technique for a stall is practiced by all pilots from students to airline captains and consists of lowering the nose of the airplane and increasing power.

A stall typically occurs when the nose of the airplane is raised too high or when the pilot is not using enough power. The safety system in the Max 8 includes a pusher that overrides pilot commands to lower the nose in the event of a stall. In the case of Lion Air, an air data sensor that measures the angle of the wing against the relative wind apparently incorrectly signaled the aircraft’s flight control computers that the aircraft was about to stall. The safety system pushed the nose down, but the plane’s crew pulled up. What followed was 12 excruciating minutes of the airplane trying to push the nose down and the crew frantically trying to pull it back up to keep the airplane in the air.

In the wake of the crash, it was revealed that Boeing initially omitted the new safety system from pilot training manuals for the Max 8. The Lion Air pilots may not have known that the only way to override the new system was to switch it off because older versions of the system in previous 737s could be overridden with pressure on the control yoke. A few days after the Lion Air crash, Boeing released an operations manual bulletin that required airlines to update their pilot manuals, but it is not known whether the Ethiopian crew had received the updated information.

The problem with the 737 Max 8 seems to be partly a mechanical problem with the air data sensors and partly a training problem with pilots who do not apply the correct action when the anti-stall system activates erroneously. Regardless of the exact cause, two crashes and the grounding of the fleet in several countries is a public relations problem for Boeing. The Chinese grounding is a particular problem since China is one of the largest customers of the Max 8. If the airplane gets a bad reputation, passengers may stay away from it, causing airlines to cancel orders.

Originally published on The Resurgent

TSA allowed illegal aliens on airliners without valid IDs

In July, Breitbart issued an exclusive report that alleged that the Transportation Security Administration was allowing illegal immigrants to travel on airline flights without proper identification. According to the story, Border Patrol officers claimed to have witnessed TSA agents permitting illegal aliens to board domestic airline flights with only a Notice to Appear, a federal citation for illegally crossing the border. To determine whether these allegations were true, Examiner contacted the National Border Patrol Council, a union for Border Patrol officers, and the TSA.

For those unfamiliar with a Notice to Appear, also called Form I-862, Nolo.com explains that it is a charging document that signals the initiation of removal proceedings and means that the recipient must appear in immigration court. The document lists the recipient’s name, aliases, address, alien registration number and date of birth, but does not include a photograph and is easy to duplicate. A sample Form I-862 is available on the Justice Department’s website.

In response to a query from Examiner, the TSA Media Team issued a statement via email which declared, “A Notice to Appear, issued by the Executive Office for Immigration Review (EOIR), is not an acceptable form of ID at the TSA checkpoint.”

The TSA went on to explain that “for Mexican nationals without a passport who are returning to Mexico” an alternate procedure exists. The Mexican national can apply for a Certificate of Presumptive Nationality of Mexico (CPNM), which is issued by the Mexican government. The CPNM includes a photograph of the traveler and the TSA’s Identity Verification Call Center (IVCC) authenticates the certificate before the traveler is allowed through the TSA checkpoint.

The CPNM must be provided by the Mexican government in PDF form 24 hours prior to the flight and the passenger must undergo enhanced screening. The travel must be completed on the same day and Mexico must be the final destination. According to TSA, about 1,900 CPNMs are issued annually.

The same IVCC can also verify the identities of U.S. citizens who have lost or forgotten their identification. The TSA website lists other acceptable forms of identification.

Shawn Moran, media contact for the National Border Patrol Council, stands by the original allegations made by Hector Garza, a spokesman for Local 2455. Moran told Examiner that Border Patrol officers observed TSA agents allowing illegal aliens to board flights in Laredo, Tex. with only a Notice to Appear as identification. When asked if these were international flights that would return the aliens to their countries of origin, Moran answered, “These were solely domestic flights.”

Moran was unaware of the CPNM procedure that was touted by the TSA. He noted, “At the time our agents observed this, there was no procedure. There may be now.”

A crucial distinction is that the CPNM procedure, according to the TSA, is for foreign nationals “returning to their own country.” The claim made by the Border Patrol officers is that foreign nationals were flying, not only without a CPNM, but on domestic flights traveling to points within the United States. If true, this would not be permissible under the TSA policy.

Moran claims that the “TSA flat out lied when the story broke” about the policy of allowing aliens to fly with a Notice to Appear. “They have since changed the policy,” he says.

When asked if there is evidence to the claim beyond the testimony of TSA officers, Moran answers, “I’m sure there is, but it would all reside with TSA. They wouldn’t have gone out of their way to clarify this if it wasn’t happening.”

The smoking gun in the allegations is a letter from the TSA to Rep. Kenny Marchant (R-Tex.). The letter, first reported by the Gateway Pundit and dated August 7, 2014, explicitly says that passengers with only a Form I-862 can fly under certain conditions, such as with confirmation “that the I-862 was issued to an individual with the name provided”:

“If a passenger can only present a Form I-862, TSA will attempt to establish the passenger’s identity through DHS partner Components, such as U.S. Customs and Border Protection (CBP) or U.S. Immigration and Customs Enforcement (ICE). If other DHS Components are able to provide corroborating information (such as that the I-862 was issued to an individual with the name provided) to permit TSA to verify an individual’s identity when taken together with all other information available, the passenger is permitted into the screening checkpoint to undergo screening.”

The full letter can be viewed on the website of the Federation for American Immigration Reform.

When Examiner asked the TSA about the letter to Marchant, a spokesman replied, “The letter is very clear regarding the other verification methods used. The letter speaks for itself.”

After receiving the TSA letter, Rep. Marchant introduced the VALID (Verified and Legitimate ID) Act on Sept. 10. The bill would “prohibit the TSA from accepting Notice to Appear Forms as valid personal identification for clearing airport security,” according to Marchant.

It appears that the TSA was allowing illegal aliens to board domestic airliners with only a Notice to Appear at one time. The TSA has apparently now changed that policy and requires further documentation from the alien’s home country. If Rep. Marchant’s bill becomes law, this change would be made permanent.

Read the full story on Aviation Examiner

Details of the Malaysia airline shootdown

For the second time in less than a year, the previously little known Malaysia Airlines is the subject of intense scrutiny after a mysterious crash. In March, Malaysia Flight 370 disappeared and has never been found. On July 17, Malaysia Flight 17 was shot down over a disputed area of the Ukraine. At this point, who shot the airliner down and why is not known.

According to Flight Aware, MH 17, another Boeing 777, departed from Amsterdam at 12:19 p.m. local time and was bound for Kuala Lumpur, Malaysia. The 11.5 hour flight was estimated to arrive at 6:00 a.m. Malaysia time. Instead, Flight Aware’s tracking map shows the flight abruptly terminating over eastern Ukraine near the Black Sea.

According to early reports from NBC News, the plane, which was carrying 298 people, was cruising at 33,000 when it was attacked. Many of the passengers were Dutch nationals since the flight was operated under a code share with Royal Dutch Airlines. Malaysia was originally colonized by Holland in the 1600s. The International Business Times reports that the victims include 23 Americans.

The wreckage from the plane came to rest in several fields about 31 miles from the Russian border. Photos posted online show that the plane broke into a large number of small pieces. Yahoo reported that debris fields were reported to be at least six miles apart, indicating that the plane broke up in flight. There were no reports of survivors.

A miner who witnessed the crash told NBC that he saw a surface-to-air-missile strike the plane. Andrey Tarasenko said, “You know how you see a trail from a plane — it was the same, but it was a missile launched from the ground.” Tarasenko said he heard an explosion in the air seconds after he saw the missile’s smoke trail and then heard a larger explosion on the ground several seconds later.

Ukraine has been at war since February when Russian soldiers invaded the Crimea region in support of ethnic Russian separatists. On national television, Ukraine’s president, Petro Poroshenko, said, “I would like to draw your attention that we do not call it an incident, not a disaster, but we call it a terrorist act” according to NBC.

Russian president Vladimir Putin blamed Ukraine for the tragedy saying that it “would not have happened if there were peace on this land, if the military actions had not been renewed in southeast Ukraine. And, certainly, the state over whose territory this occurred bears responsibility for this awful tragedy” according to Yahoo.

Mounting evidence points to either Russia or the separatist militants supported by Russia being responsible for the attack. Ukraine released audio clips of intercepted communications between Russian and rebel commanders in which the rebels tell their Russian allies that “We have just shot down a plane.” Over the course of several calls, the rebels report that the airplane was civilian and unarmed.

Two days earlier, there were reports of another aircraft being shot down. According to Al Jazeera, on July 15, a Ukrainian Antonov 26 cargo plane was shot down in eastern Ukraine. All eight people on board survived. The An-26 was flying at about 20,000 feet when it was shot down by either a missile or a Russian fighter plane according to a Ukraine Security Council spokesman.

Two more Ukrainian attack jets were also attacked by missiles from Russia on Wednesday according to the Ukraine. One Sukhoi Su-25 was shot down and another was damaged, but both pilots survived according to ABC News.

According to Defense Tech, the most likely weapon to be used in the attack was the M-2 Buck surface-to-air missile (SAM) system. Called the SA-11”Gadfly” by NATO, the Buk was developed in 1979 by the Soviet Union. The Buk has a range of up to 19 miles and can engage targets at altitudes up to 46,000 feet. It is not known for certain whether the Russians have supplied the rebels with Buk missile systems, which are mounted on tracked vehicles, but the Voice of Russia claimed in June that the Donetsk militia had taken control of Ukraine air defense base equipped with the missiles.

Several of the plane’s “black boxes” have already been recovered. Yahoo reports that most of the black boxes had been found by the rebels. Indications were that at least some of the boxes had been turned over to Russia.

Following the shootdown, Business Insider noted that Ukrainian airspace was largely empty. Much of the air traffic between Europe and Asia normally flies over the country, but most civilian traffic seemed to be staying clear of the disputed area.

Read the full article on Aviation Examiner

How to land at the wrong airport

Twice in recent memory a large jet airliner has landed at the wrong airport. The Kansas City Star reported on January 14 that a Southwest Airlines 747 landed at the M. Graham Clark Taney County airport in Hollister, Mo. instead of the larger airport in Branson. Several months earlier, in November 2013, a Boeing 747 freighter operated by the Boeing Company itself, accidentally landed at Wichita’s Col. James Jabara airport instead of McConnell Air Force Base.

The Dallas News reports that the Southwest jet landed at Hollister at 3:40 p.m. Archived weather reports on jesseweather.com show that the weather was partly cloudy with the clouds at about 5,000 feet. Similarly, in the case of the Boeing in Wichita, the preliminary NTSB report notes that “visual meteorological conditions prevailed,” meaning that cloud ceilings were at least 1,000 feet and visibility was at least three miles. The 747 landed at 9:20 p.m.

The two recent episodes were not the first airliners to land at the wrong field. In one famous incident in 1967, a TWA pilot mistakenly landed his Boeing 707 at the Ohio State University airport instead of the intended Port Columbus. The story is recounted in the Columbus Dispatch.

Paradoxically, it can be easier to locate an airport when the weather is bad than when it is good. In cloudy weather, instrument approaches lead the airplane directly to the landing runway with great precision. When the weather is good, air traffic control vectors the pilot toward the airport, but often the aircraft is cleared for a visual approach. According to the Pilot Controller Glossary, to accept a visual approach, the pilot must have “either the airport or the preceding aircraft in sight.”

In many cases, landing at the wrong airport is a case of mistaken identity. The pilot sees an airport and misidentifies it as his destination. This can be easy to do because urban areas often have many airports. Since runways are usually aligned with the prevailing winds, many airports in the same area can have a similar configuration.

In Missouri, GlobalAir.com’s airport database shows that Clark airport (KPLK) has runways numbered 12 and 30, consistent with the magnetic courses of 120 and 300 degrees. Branson (KBBG) is similarly configured with runways 14 and 32. A telltale difference is that Branson’s runway is 7,140 feet long where Clark is only 3,738 feet. McConnell AFB (KIAB) has paired runways that are numbered 1 and 19 left and right. These runways are each 12,000 feet long. The smaller Jabara airport (KAAO) has a 6,101 foot runway numbered 18 and 36.

The airport pairs are also close together. Jabara is eight miles from McConnell. Clark is only six miles from Branson.

It is likely that the pilots were cleared for a visual approach and simply mistook the smaller airports for their larger neighbors due to the similar runway configurations and proximity.

The problem could have been exacerbated for the Boeing 747 pilots because their approach took place at night. There are numerous potential pitfalls with night landings, including the difficulty in picking urban airport lights out from the surrounding city lights. Often brighter city lights can make airports nearly impossible to spot. In addition, night landings are subject to a number of visual illusions that could have made it difficult for the crew to detect the short length of the Jabara airport.

To avoid making this sort of mistake, pilots should verify the runway before they land. This can be done by using the same instrument systems that help the airplane find the runway in bad weather. A good procedure is to tune in the instrument landing system (ILS) frequency for the runway that is being used. If the needles don’t center on short final, the airplane is not approaching the right runway.

For runways without an ILS, most modern jets are equipped with GPS. Over the past few years, many smaller airports have added RNAV/GPS approaches. These can also be used as a backup. If the runway does not have a GPS approach, the pilot can still select the runway waypoint and create his own visual approach with a user waypoint about three miles in front of the landing runway.

Landing at the wrong airport is not a common mistake, but it is a serious one. The pilots in question may lose their licenses and find their careers at a premature end. Using navigation systems as a backup on a visual approach can prevent an embarrassing and potentially career-ending error.

Originally published on Aviation Examiner

Pilots face increased risk of skin cancer

“I’m referring you to a dermatologist,” the doctor said. “It’s probably nothing, but I don’t like the looks of this mole on your back.”

My employer’s insurance company was requiring employees to get preventive physicals. After the revelation of my mother’s sudden diagnosis with colon cancer a few months earlier, the idea of a physical to get a clean bill of health actually sounded like a good idea. With no health complaints, I didn’t expect any problems to arise. After all, I was seeing an AME twice a year for my first class physical and if there were any serious problems, he would have found them. Right?

I didn’t hurry to the dermatologist. I had a few moles, but didn’t really worry. They weren’t irregular and they didn’t get larger. A couple of months later, I found time to make the appointment.

When the doctor looked at the mole on my back, a mole that my AME had seen at least 12 times, he promptly announced, “We’re going to take that off right now.” He said that the small, black mole could be an early stage of melanoma. Literally before I knew that he had removed it, the mole was gone and I was going home to wait on a biopsy.

As I waited, I learned that there is a strong link between pilots and skin cancer. In 2000, Yahoo News reported on an Occupational and Environmental Medicine study that found that airline pilots have up to 25 times the normal rate of skin cancer. The most common type of cancer among pilots was malignant melanoma. Melanoma represents about ten percent of skin cancers, but accounts for 75-85 percent of skin cancer deaths. The scientists at the University of Reykjavik in Iceland who authored the study found that Iceland Air pilots flying international routes had skin cancer rates 15 times higher than expected. For pilots who typically flew across more than five time zones, such as flying from Iceland to the United States, the rate was 25 times higher than expected.

There have been a number of similar studies, the most recent published in 2009 in Occupational Medicine surveyed members of the Air Line Pilots Association in the United States. Many of these other studies also show an elevated skin cancer risk for pilots, but not as high as the University of Reykjavik study.

It seems to be common sense that pilots would be at an increased risk for skin cancer. Pilots spend a lot of their working lives in the sun. Airports are almost devoid of shade and the sun can beat down mercilessly on a pilot performing a preflight inspection. When pilots are flying, they are above much of the atmosphere that protects surface dwellers from harmful solar rays. Few, if any, airline pilots slather on sunscreen before climbing into the cockpit.

As with the general population, there are other factors that lead to an increased risk of skin cancer. These risks apply to pilots as well. The Skin Cancer Foundation lists five factors that increase the risk of melanoma. First, both blistering sunburns as a child and cumulative exposure to the sun can increase risk. The more moles a person has, the greater the risk of melanoma. Dysplastic nevi, atypical moles, can be precursors to skin cancer. People with fair skin are more prone to skin cancer. A personal or family history of skin cancer also means an increased risk for future cancers. People with weakened immune systems, from chemotherapy or HIV/AIDS for example, also have an increased risk. As with other types of cancer and heart disease, smoking also dramatically increases the risk of skin cancer.

Among pilots, flying at higher altitudes and the higher latitudes near the poles presents the greatest risk. According to the Health Physics Society, the amount of cosmic radiation at the poles can be two to three times greater than the radiation at the equator. This is because the Earth’s electromagnetic field helps to block this radiation. The field is strongest at the equator and gets progressively weaker towards the poles. Science Daily notes that the radiation is on par with an x-ray or CT scan, but frequent exposure by flight crews that fly hundreds of hours each year can lead to increased effects. Solar storms, like the one that diverted flights in 2012, also mean increased dosages of radiation. The ionizing radiation of solar flares cannot be avoided by flying at night or wearing sunscreen.

Robert Barish, a physicist and author of “The Invisible Passenger: Radiation Risks for People Who Fly,” told Science Daily that professional flight crewmembers are exposed to more radiation than any other occupation, even nuclear plant workers. “People who work in the nuclear power industry on an average basis are getting 1.6” [milliSieverts of radiation per year], he said. “There are people who fly in airplanes who are getting 2 or 3 or 4 milliSieverts per year. So they are truly radiation workers.”

The fact that the University of Reykjavik study examined Iceland Air pilots who customarily fly in far northern latitudes may explain the extremely high incidence of cancer among these pilots. Flying at high altitudes near the North Pole for the long time periods associated with oceanic flights, Iceland Air pilots would be subject to all of the highest risk factors associated with skin cancer.

Other factors might be at work as well. Several of the studies indicate that some of the increased risk for pilots may be due in part to disturbed sleep patterns. “The excess of malignant melanoma among those flying over five time zones suggests that the importance of disturbance of the circadian rhythm should be taken into consideration in future studies,'' Dr Vilhjalmur Rafnsson said on Yahoo News. Rafnsson speculated that the disturbance of circadian rhythms could affect the production of melatonin by the body.

The American Cancer Society notes that recent studies have shown that low melatonin is linked to higher risks of some cancers, but that some studies have shown that melatonin supplements were beneficial to cancer patients while others show that it made no difference. Melatonin is available over the counter as a natural sleep aid. According to the FAA website, melatonin “appears to be beneficial in alleviating jet lag” and its use “is not proscribed” but “care should be taken to avoid entering duty status with any residual effects.”

Pilots are not the only people at risk from high altitude radiation. Flight attendants and frequent flyers share the same risk factors. Travelers who fly more than once or twice per week are at the greatest risk according to Science Daily. Occasional airline passengers or general aviation pilots who typically fly at altitudes of less than 6,000 feet do not have an elevated risk.

The risk of radiation is not limited to skin cancer. As far back as 1992, the FAA published a report, “Radiation Exposure of Air Carrier Crewmembers,” that addressed the possibility of genetic defects to a child whose parent had been exposed to high altitude ionizing radiation. The unborn child of a pregnant woman who is part of a flight crew is at the greatest risk of severe health problems ranging from mental retardation to childhood cancers. Women are also at high risk for breast cancer according to WebMD.

To minimize their risk of skin cancer or other radiation-induced problems, pilots should follow the prevention guidelines of the Skin Cancer Foundation. Avoid sunburns by wearing hats and sunglasses and seeking the shade, especially between 10 a.m. and 4 p.m. (Indoor tanning booths are also bad.) Use sunscreen with an SPF of 15 for everyday use. For extended outdoor activity, SPF of 30 or higher should be used. Sunscreen should be applied 30 minutes before going outside and reapplied every two hours (or immediately after swimming or sweating). Self inspections of your skin on a monthly basis and yearly medical checkup are also recommended.

Pilots can also avoid taking heavy doses of solar radiation by flying at lower altitudes or taking more southerly routes (in the northern hemisphere) to remain at lower latitudes. An FAA report, “What Aircrews Should Know About Their Occupational Exposure to Ionizing Radiation,” sets a recommended maximum level of radiation and gives estimated dosages for a number of typical flights.

My dermatologist also recommended Heliocare, an oral over-the-counter sun protection supplement available on BetterSkinByMail.com. Used with sunscreen, Heliocare helps to prevent sunburns and repairs previous sun damage to skin.

In the end, my skin story has a happy ending. The biopsy revealed that the mole was not a melanoma, but an atypical mole. Nevertheless, I will have several smaller moles removed as well and will incorporate routine visits to the dermatologist into my health care routine.

 

Originally published on Aviation Examiner

Globalair.com introduces new mobile site for pilots

Globalair.com has introduced a new mobile version of its website for pilots. The site is free, but resembles many downloadable applications in both appearance and utility. The site contains a wealth of information for pilots and can be a valuable resource. Additionally, the site can be easily used by nonpilots since it does not require a pilot license or any login information.

The mobile site, which was introduced to the public at Oshkosh, contains three sections, which are selectable from the home page. Users can choose from “Aircraft for Sale,” which lists aircraft classified ads. The “Airport Resource Center” provides pilots with access to airport, airspace and weather information. The “Aviation Directory” contains listings for a variety of aviation businesses.

Clicking the “Aircraft for Sale” button takes the user to a listing of broad categories of aircraft such as “jets” or “single engine pistons.” Selecting the desired category will open a menu of manufacturers, which can then be opened into that company’s various aircraft types. Many of the listings include pictures as well as buttons to send an email to the seller or to call the seller’s phone number with a single touch.

Realistically, most people probably will never buy an airplane, but it can be fun to browse the listings and dream. For example, what red-blooded pilot wouldn’t be tempted by the listing for a 1945 North American P-51 Mustang (dual controls, based in Texas, with only 135 hours since major overhaul on its Rolls Royce Merlin engine)? If you have $2.1 million, it can be yours. (Have you bought your lottery ticket yet?) The stunning photos of this beautiful warbird alone are worth scanning the listings.

Another interesting find is a 1967 Mikoyan Gurevich MiG-21 Fishbed. This former Soviet jet fighter, which now lives in California, can be acquired for the bargain price of $79,500. This is cheaper than many single-engine propeller planes.

Speaking of single-engine piston airplanes, pilots looking for a trainer or a family airplane won’t be disappointed. There are myriad listings for more traditional airplanes such as Cessna, Piper, Cirrus, Beechcraft, and the like. Many of these smaller airplanes will fit even limited budgets, such as the 1970 Cessna 150 that lists for $20,500.

The “Aviation Resource Directory” section contains listing for many aviation related businesses and organizations. The listings contain links to websites as well as phone numbers. There are numerous categories (and subcategories) so that users can find whatever service they are looking for. Business owners and organizations can also submit their own company information for a free listing.

Probably the most useful aspect of Globalair.com’s new mobile site for the pilot on the go is the “Airport Resource” section. This section allows the user to search for a variety of aviation facilities by state or by name. Unlike many websites or apps, Globalair.com allows the user to refine their search to seaplane bases, heliports, balloon ports or STOLports.

When a facility is selected, the information about the airport is available to the user. This includes common items such as an airport diagram if available, runway information, weather, terminal procedures and an airport business directory. Globalair.com also goes a step further by including a phone numbers and directions for nearby hotels and restaurants for those pilots seeking the proverbial “$100 hamburger.” The listings even include nearby golf courses.

Users can also use the Globalair.com mobile site to look up airspace fixes. In the age of GPS when going direct to a fix is often the primary means of navigation, Globalair.com is an easy way to find important details about fixes such as latitude and longitude, the chart where it can be found, the controlling air route traffic control center, and nearby airports.

Globalair.com also provides weather information to the pilot’s smartphone or tablet. In addition to METARs and TAFs, Globalair.com includes aviation weather charts that are often not found on other weather sources. There are the expected radar and satellite weather maps, but also turbulence and icing potential charts, convection outlooks, winds and temperatures aloft, and significant weather prognostication charts. The lack of ability to zoom may affect the utility of some charts for users with devices that have small screens, but in general pilots and weather fans will appreciate the availability of so much information in one place at no cost. A local radar map is available on the airport resource page.

One of the most unique and useful aspects of Globalair.com’s site is the ability to compare fuel prices. In addition to listing fuel prices in the airport information section, the site has the ability to map fuel prices over a geographic area. The feature can be used for either jet fuel or 100 low-lead avgas. Think Gas Buddy for airplanes.

For example, suppose a flight crew will be flying the boss to a meeting in Denver. The meeting is downtown so the boss doesn’t have a preference on which airport to use. If the captain searches for Denver area fuel prices on Globalair.com, he would see a map of the Denver area with airports labeled. The pilot could then touch each airport to go to the airport resource page for the most recent fuel prices and other information.

Scrolling to the bottom of the map yields a list of the 10 lowest fuel prices for airports within a 50 nautical mile radius. In the case of our hypothetical flight to Denver, the cheapest jet fuel can be found at Denver’s Centennial airport (KAPA) at $4.31 per gallon. A minor drawback is that the fuel prices on the “10 cheapest list” are by airport only. The user must click the airport name on the list or icon on the map to find out which FBO has the best price. On the airport resource page, the pilot finds that Tac Air is currently the home of Denver’s cheapest jet fuel.

Because the Globalair.com is a mobile site rather than an application, it functions well for either Apple or Android products. Much of the information available on Globalair.com would cost several dollars for an app and perhaps more for a subscription. The Globalair.com site is totally free and users are not even required to log in. Users seeking the full functionality of Globalair.com can also choose to view the full site on their mobile devices.

Pilots and nonpilots alike will enjoy Globalair.com’s new mobile internet site. Whether perusing the catalog of aircraft for sale, planning a flight or checking the weather, Globalair.com provides a wealth of useful information for users.

Originally published on National Aviation Examiner

Preliminary details of UPS crash in Birmingham

Yesterday United Parcel Service Flight 1354 crashed while on approach to runway 18 in Birmingham, Al. The crash occurred at approximately 4:45 a.m. Central Time (9:45 Zulu). Both crewmembers died in the crash. The flight originated at the UPS hub in Louisville, Ky.

The hourly weather report taken shortly after the crash at 4:53 a.m. (0953Z) indicated few clouds at 1,100 feet with a broken ceiling layer at 3,500 feet. There was an overcast layer at 7,500 feet. Rain was not reported. The wind was reported from 340 degrees at four knots. This would have meant a slight tailwind for a landing on runway 18, but would have likely been within acceptable limits.

GlobalAir.com’s airport directory reports that runway 18 is 7,099 feet long. There are two instrument approaches to runway 18, a GPS approach and a localizer approach. Both approaches would have taken the airplane to a minimum altitude of 600 feet above the ground, which would have been sufficient to clear the lowest cloud layer.

The crash site was reported by Birmingham’s Fox 6 to be approximately one quarter mile north of the airport, indicating that the airplane would have been on short final to the runway. Normally the aircraft would have been about 100 above the ground at this point. Witnesses reported abnormal sounds coming from the plane’s engines, but the crew did not report any problems.

CNBC reported that the crash caused at least two explosions and a fire on the ground. The airplane came to rest in a field outside the airport perimeter. A CNBC video shows what appears to be an explosion amid the post-crash fire. Raw video from Birmingham’s WHAS also shows the post-crash fire. The crash reportedly did not damage any structures on the ground.

The pilots of the airplane were not identified, but the Moore County News reported that Shanda Carney Fanning, 37, of Lynchburg, Tenn. was killed. Fanning’s husband, Brett Fanning, is an employee at the Jack Daniels distillery. The Daily Mail reported that Fanning was the first officer of the flight.

The accident aircraft was reported to be an Airbus A300F4-600R. According to Airliners.net, the A300F4-600R is a modification of the A300 which first flew in 1983. First flight of the A300-600 was in 1987. The updated A300 incorporated a more advanced cockpit and increased range. The “R” denotes a long range version with a fuel trim tank in the tail and a higher maximum takeoff weight. The “F” denotes a freighter version of the aircraft. The UPS website notes that the company operated 53 of the heavy Airbus freighters.

The Aviation Safety Network lists a total of 21 hull-loss accidents for the A300 series. Only one of these accidents, the crash of American Airlines Flight 587 in Belle Harbor, N.Y. on November 12, 2001, was in the United States. This accident was determined to have been caused by the first officer’s excessive rudder inputs in response to a possible encounter with wake turbulence.

The Birmingham crash is the second fatal UPS Airlines crash. On September 3, 2010, UPS Flight 6 caught fire and crashed 45 minutes after takeoff from the Dubai airport in Qatar. Both crewmembers aboard the Boeing 747-400F were killed. Al Qaeda claimed responsibility for the crash according to Reuters, but the official report of the crash by the General Civil Aviation Authority of the United Arab Emirates focuses on the cargo of lithium batteries as a source of ignition for the fire.

In 2006, another UPS freighter was destroyed by fire in Philadelphia. The crew successfully made an emergency landing and escaped safely, but the DC-8-71F was destroyed. The NTSB report traced the fire to lithium batteries contained in electronic devices that were being shipped on board the plane.

The NTSB has dispatched an investigation team to Birmingham, but has not yet commented on the specific details of the accident.

Originally published on National Aviation Examiner

New FAA copilot rules in effect

A new Federal Aviation Administration rule that requires copilots on U.S. airlines to have additional training and flight experience is now in effect. The final rule, required by the Airline Safety and Federal Aviation Administration Extension Act of 2010, was published in the Federal Register on July 15, 2013.

Previously, first officers on scheduled airline flights were only required to hold a commercial pilot license. The commercial license requires a total of 250 hours flight time. Under the new rule, airline first officers are required to hold an airline transport pilot license. The ATP requires 1,500 hours of flight time. Pilots must be at least 23 years old to earn an ATP.

The rule also includes provision for some pilots to obtain a restricted ATP with fewer than 1,500 flight hours. To qualify for the restricted ATP, pilots must be at least 21 years old and must either be a military trained pilot or hold a bachelor’s or associate’s degree in an aviation major.

There are other requirements in the new rule as well. First officers in scheduled airline service must also hold a second class medical certificate. If the aircraft requires three or more pilots, the first officer must also have a type rating for the specific aircraft type to be flown and a first class medical certificate. Airline captains were previously required to hold an ATP, a type rating, and a first class medical certificate. A new requirement under the rule is that captains must have a minimum of 1,000 hours in air carrier operations.

The new rule was passed by Congress after the February 12, 2009 crash of Colgan Airlines/Continental Connection Flight 3407 in Buffalo, N.Y. The NTSB report faulted pilot training at the regional airline as a factor. The new rules also come in the wake of the July 6, 2013 crash of Asiana Airlines Flight 214 in San Francisco. Although the NTSB is still investigating the accident, early indications are that the crew training may have played a role in the accident according to Politico.

Kevin Kuhlman, professor of aviation and aerospace science at Metropolitan State University of Denver, is not sure that the rule change will be worthwhile. “It seems logical that more hours equals safety,” he argues in the Denver Post, “but the reality is that it is the quality of the training not the quantity that matters. That’s what the (Asiana Airlines) and Colgan accidents really show.”

Kuhlman also is concerned that the new requirements may lead some pilots to falsify their flight times. Pilot flight times are maintained largely by an honor system in which pilots log their flight hours in a personal log book. It is only when pilots are finally hired by commercial operators that their times are tracked by others. Even then, the company only keeps track of flight time earned by the pilot while at that particular company.

Another potential problem is that the more stringent requirements for an airline career may dissuade people from beginning an aviation career, especially after a decade of wage and benefit cuts for airline employees. When paired with looming retirements as hundreds of airline pilots reach age 65, the new rule may trigger a severe shortage of pilots qualified to fly airliners.

Originally published as National Aviation Examiner

TSA says no knives on airliners after all

The Transportation Security Administration announced on Wednesday that it was reversing its previous decision to allow small knives and other previously prohibited items to be carried on airline flights. In March, the TSA had announced that it would allow airline passengers to carry small folding knives with blades less than 2.36 inches long and less than half an inch wide in carryon baggage. Sporting equipment such as golf clubs, hockey and lacrosse sticks and miniature baseball bats would also have been allowed.

The items have been prohibited from carryon baggage since the September 11 attacks. The TSA focus on knives and small, sharp objects led some to joke that the agency’s acronym stood for “taking scissors away.”

The proposed changes were part of move by the TSA to transition toward risk-based security initiatives which recognize that the majority of airline passengers do not pose a risk, even if they carry a knife or hockey stick. Risk-based security focuses on determining which passengers pose a greater risk through behavior analysis, interviewing, and screening out low-risk passengers through additional information provided voluntarily through programs like Pre-check and Clear.

Even though risk-based screening has a proven history in Israel, the technique has sparked criticism in the United States. According to a USA Today report, a Homeland Security inspector general cited problems with assessing the effectiveness of risk-based screening and the lack of a comprehensive training program. Critics have also alleged that the system amounts to racial profiling.

The proposed changes to the prohibited items list drew opposition from a wide range of groups. 133 members of Congress, primarily Democrats, wrote to TSA administrator John Pistole to oppose the change. Flight attendants, air marshals, and other law enforcement officials also opposed the new rule.

Airline travelers can find a comprehensive list of acceptable items for both carryon and checked baggage on the TSA website. As a general rule, knives and other items that are considered weapons are permitted only in checked baggage. Chemicals and flammable items may not be permitted at all. When in doubt, travelers should also contact their airline.

See the 10 dumbest things people try to get through airport security.

Originally published on Examiner:

http://www.examiner.com/article/tsa-decides-not-to-allow-knives-on-airliners

How to prepare for an airline interview

Many aviation industry observers predict that U.S. airlines are on the cusp of a shortage of qualified pilots. The shortage is the result of a large number of looming retirements at U.S. airlines and a new FAA rule scheduled to go into effect this August that will increase the flight experience requirement for airline pilots. The pilot shortage may present a unique opportunity for prospective pilots who have the required qualifications to be considered by the airlines, but first would-be airline pilots must pass the airline’s interview process.

An airline interview is unlike an interview at a non-aviation company. An airline interview is usually a single event, unlike interviews at non-aviation companies which can involve two, three or more interviews before an offer is made. In some cases, the airline interview may take place over several days and involve multiple meetings.

The first step in preparing for an airline interview is to research the company. The prospective applicant should be aware of recent news stories about the company, have an understanding of the company’s history, and be familiar with the company’s leaders. Much of this information can be found on the company’s website, on aviation trade sites such as Aviation Week, or news sources like the Wall St. Journal. Often, company websites allow users to sign up to receive press releases via email. A directory of sites relating to aviation employment can be found on GlobalAir.com. Learn about the company’s culture as well. An interview with Southwest, Virgin America or JetBlue will require a different approach than an interview with Delta, United or US Airways.

The next step in preparation is to find out what the company’s interview process is like. Several websites offer “gouge,” or details of their experience, from previous interview candidates. One of the most popular such sites is AviationInterviews.com, but other sites such as Will Fly for Food offer interview gouge as well. Job seekers can also use forums on websites such as FlightInfo.com to ask questions of current employees or others who have interviewed with the company. Airlinepilotcentral.com is a good source of information on many aviation companies and also has forums.

There are two types of questions on an aviation interview. First, there are normal human resource questions. These questions are of the “getting to know you” type. Examples would be “tell me about yourself” and “what are your strengths and weaknesses?” The second type of question to be expected is the technical question. Technical questions include subjects such as systems on the aircraft that you currently fly, the Federal Aviation Regulations, and how to brief an instrument approach.

Some companies concentrate on human resource questions while others tend toward technical questions. In most cases, companies ask both varieties of questions. In some cases, there are even separate interview sessions for each type of question. A sample list of general interview questions can be found online here, but interview gouge sites often report the questions most recently asked of interviewees.

Many companies also put prospective new hires through a simulator evaluation. Normally the sim ride is a simple evaluation of the pilot’s flying abilities to help the company determine whether the applicant would have problems in training. In many cases, the simulator evaluation covers basic maneuvers like climbs, turns, descents, ILS approaches, and holding patterns. Some companies, especially those that require that applicants already be type rated in the airplane to be flown, may have more in-depth simulator screenings with engine out maneuvers. To find out exactly what your experience will entail, check the gouge.

Some companies also require their applicants to take a written test. These tests often consist of basic aeronautical knowledge with multiple choice questions similar to those that might be found on the instrument and Airline Transport Pilot written exams.

Once you have determined what to expect on your interview, the next step is to start studying. A good method is to make a list of questions found on the interview gouge sites. Go down the list, answer the questions and then study your answers. For longer answers, write your answer in outline form. Don’t try to memorize the answer word for word, just remember the points that you want to make. Practice answering the questions out loud. Start in front of a mirror and then have your family and friends quiz you.

Many applicants also choose to go to a professional interview coach. There are several companies that special in helping applicants prepare for airline interviews. These services put the applicant through a mock interview and then critique their performance. Especially if the interview is with a company where hiring is very competitive, the experience of a mock interview can be valuable. Two companies that provide coaching for aviation interviews are Clark Aviation Consulting and Aviation Interview Prep Services. Other coaching services may be mentioned in interview gouge.

Pilots who are not accustomed to flying a simulator should definitely take a simulator prep course. If possible, the sim prep should take place in the same type of simulator in which the interview will take place. Follow the interview simulator profile as closely as possible, especially if it involves a complex maneuver like the ILS approach into Louisville, Ky. with a quick missed approach turn and holding pattern that was used in the simulator evaluation for a major cargo carrier. Again, check the gouge for referrals from previous applicants.

With preparation and study, you will have an excellent chance of becoming the next airline new hire. If you don’t get a job offer, don’t give up. Some companies, notably Southwest and FedEx, like to hire applicants on the second or third interview. As with anything, practice makes perfect and more interviews will improve your presentation. If all else fails, keep trying with other companies until you get your chance to hop in an airline cockpit.

Originally published on Examiner.com:

http://www.examiner.com/article/preparing-for-an-airline-interview

Virgin Galactic spaceship breaks sound barrier

Virgin Galactic announced today that its space vehicle, SpaceShip Two, made its first rocket powered flight. SpaceShip Two is a joint venture of Virgin Galactic and Scaled Composites, the aircraft design firm founded by famed designer Burt Rutan.

The flight, which took place at Mojave, California’s Mojave Air and Space Port, began with SpaceShip Two carried aloft by the WhiteKnight Two according to a news item on the Virgin Galactic website. The WhiteKnight climbed to 47,000 feet where SpaceShip Two was released approximately 45 minutes into the flight. After its release, SpaceShip Two’s rocket engine was ignited for a 16 second burn that propelled the spacecraft to 55,000 feet and Mach 1.2. SpaceShip Two’s independent flight lasted approximately 10 minutes, culminating in a landing at Mojave.

Today’s test of SpaceShip Two’s rocket engine begins the final phase of testing before SpaceShip Two enters commercial space service. The company plans to make a full space flight before the end of 2013. The date for commencing commercial spaceflight service has not yet been set, but the flights will depart from Spaceport America in Las Cruces, N.M.

The company is already taking bookings for its commercial spaceflights on its website. Pioneer status, which costs $200,000, guarantees the “Future Astronaut” one of the first 500 seats on SpaceShip Two. For those who don’t want to pay in full, a $20,000 down payment secures a spot on the waiting list after the first 500. Charters of SpaceShip Two are also available for $1 million. Virgin Galactic notes that since SpaceShip Two has six seats, a charter customer get six seats with Pioneer status for the price of five. The price of the flights also includes trips to see construction of the spacecraft, spaceflight training, and visits to Sir Richard Branson’s private island in the Caribbean, game reserve in South Africa, chalet in the Swiss Alps, and Moroccan mountain estate.

Originally published on Examiner.com:

http://www.examiner.com/article/virgin-galactic-spacecraft-breaks-sound-barrier-test-flight?cid=db_articles

How to brief an approach

A common skill for pilots that is likely to be tested on an interview is how to brief an instrument approach. Briefing an approach is the art of confirming the details of an approach with your fellow pilot without overwhelming him with irrelevant information. There is an abundance of information on an approach plate, some of which is vital to the safety of the flight and some of which does not apply at all.

A sample approach plate is the ILS 35R for Centennial Airport in Denver found nearby. Most companies and airlines use Jeppesen approach plates similar to the one depicted here, however military pilots and some general aviation pilots might be more familiar with approach plates published by the FAA. These are also called “NOS charts” because they were once published by the National Ocean Service. NOS charts are public domain and can be found online at no charge on sites such as Globalair.com. A NOS chart has been included for reference, but most interview briefs will be conducted with Jeppesen plates.

Ideally the approach should be briefed while the airplane is in cruise and before the descent. The crewmembers should obtain the ATIS information and set up the navigation radios for the approach before conducting the briefing. If the ATIS is not available, the weather forecast from the dispatch release or preflight briefing can be used.

Briefing a Jeppesen approach plate is simple thanks to its logical format. Start at the top with the airport, date of the plate, approach number and title to confirm that both crewmembers are looking at the same approach plate and that both plates are current.

Most briefings skip the top line, which contains communications frequencies. Air traffic control gives the pilot the next frequency when they are handed off, but the frequencies on the approach plate are useful in order to preset tower and ground frequencies in the radio’s standby field. The ATIS frequency can also be found there.

The next line of the plate contains navigation information. In the case of ILS 35R, the plate contains the localizer frequency (111.3) and identifier (IAPA). The final approach course is 350 degrees. Verify that the nav radios are set to the proper frequency and HSI needles are set to the inbound course as you brief. The decision altitude (DA) for the approach is 6,085 feet above mean sea level (MSL), which is 200 feet above the ground (AGL). If your airplane has a place to set the DA, verify that it has been done correctly. If the DA, cannot be set exactly, round up. For example, if you can only set the DA in 100 foot increments, set 6,100. The elevation of the touchdown zone of the runway is 5,885 feet.

The circle on the right side of the page gives the minimum safe altitude. This provides 1,000 feet of clearance within 25 nautical miles of the fix referenced. In this case, the fix is CASSE, the locator out marker with the identifier AP. The safe altitude is 8,100 MSL in the direction of flight, but rises to 13,100 in other directions. The boundaries for the altitudes are noted as 140 degrees to (320 degrees from) and 250 degrees to (130 degrees from) CASSE.

To follow a logical order, skip the missed approach procedure for now and look at the notes. Several notes apply to this approach. ADF or DME is required to identify CASSE and radar is required. The glideslope and VGSI (visual glide slope indicator), in this case a PAPI (precision approach path indicator) on the right side of the runway, are different so the airplane may not appear to be on the visual glideslope if it is tracking the ILS.

The transition altitude and transition level in the notes section are used when flying outside the United States. This tells pilots where to change between standard and local altimeter settings. In the U.S., this is done at 18,000 feet (Flight Level 180), but in different countries these altitudes may change.

The plan view in the center is the “God’s eye” view of the approach which looks down like a typical map. In most cases, aircraft will be given radar vectors to join the final approach course, but if you expect to fly a transition you should brief it. The ILS 35R does not have transitions, but there is a speed restriction, 210 knots at FIRPI intersection. The note labeled “1” at FIRPI points out that radar or DME is required to identify the fix. At this point, verify that the frequency for CASSI (260) is set in the ADF.

The plan view also notes obstructions and terrain with their MSL heights. The brown areas in the bottom left corner denote high terrain. The highest point on the chart is marked with a black arrow. In this case it is 8,068 feet MSL to the southwest. Obstructions and terrain may be briefed if they are applicable. For example, in particular pilots arriving from the west would want to consider the high terrain that will be encountered as they are vectored for the approach.

Below the plan view is the profile view, a side view that shows altitudes to be flown. In most cases, controllers will instruct the aircraft to descend as they vector it towards final. The aircraft should be at 8,000 feet as it approaches CASSI. However, if the airplane is instructed to fly to FIRPI, the mandatory crossing altitude is 9,000 feet for that fix. If the approach is an ILS, other altitudes in the profile view can be disregarded. They apply only if the ILS glideslope is out of service and the airplane is flying a localizer only approach.

Also in the case of nonprecision localizer approach, the maltese cross over CASSI and any stepdowns should be briefed. The maltese cross represents the final approach fix. For an ILS, the final approach fix is at glideslope intercept at the published altitude (8,000 feet).

The missed approach point (MAP) should also be briefed. This can be determined several ways. For an ILS, the MAP is the DA on the glideslope. For a nonprecision approach, the MAP can be determined by the “M” on the profile view at 1.8 DME or by the box below the profile view. For a groundspeed of 100 knots, the MAP would be reached three minutes and 47 seconds after crossing CASSE.

Next to the missed approach box is a graphic description of the runway lights, in this case MALSRs and a PAPI, and simplified depiction of the missed approach procedure. Brief the missed approach with either the simplified description here or the textual description above the plan view.

The bottom of the approach plate contains information on the approach’s minimums for a variety of conditions. Ensure that the DA (or MDA if nonprecision) briefed above is correct for aircraft approach category and available equipment. The maximum speed for each approach category is printed with the circling information for reference. Check for notes that affect minimums such as note 1 which states that sidestep or circling to 35L is not authorized at night if the 35L VGSI is not operative.

The full instrument approach briefing might sound something like this:

This is the ILS 35R approach to Centennial airport, February 1, 2013, 41-1.

The localizer is 111.3 and inbound course is 350, set right and left. Glideslope at CASSE is 7,977 and DA is 6,085, which is 200 AGL. Minimum safe altitude is 8,100 to the northeast and 13,100 in all other directions. ADF or DME and radar are required. The glide slope and PAPI are not the same. Frequency for CASSE is 260. There is mountainous terrain to 8,000 feet to the southwest. There is a mandatory 9,000 foot crossing altitude and 210 knots at FIRPI which is 14.5 DME based on the localizer. Inside FIRPI we can descend to 8,000 until intercepting the glideslope. There is a PAPI to the left.

The missed approach point will be the decision altitude of 6,085 feet. The missed approach procedure is to climb straight out to 7,400 then make a right turn while climbing to 9,000 and intercepting the localizer southbound. Holding will be over CASSE at 9,000 with a parallel entry. Minimums for the approach are a half a mile visibility.

Originally published on Examiner.com:

http://www.examiner.com/list/how-to-brief-an-approach

FAA announces list of sequester control tower closings

Today the Federal Aviation Administration announced the list of air traffic control towers to be closed as the agency implements its sequestration budget cuts. The March 22 press release notes that the FAA originally planned to close 189 towers, but reduced the number to 149 in the final plan.

The reduction in the number of towers to close was due in part to the decision that keeping some towers open was in the national interest. Twenty-four federal contract towers that are staffed by private contractors that were slated to close will remain open. Additionally, 16 contract towers that are part of a cost sharing program will remain open because Congress appropriates their operating funds directly. These towers will have their funds reduced by five percent, but this will not force their closure.

The list of tower closures (which can be viewed here) is made up primarily of general aviation reliever airports so airline travel will be minimally affected by the closures. There are several towers in secondary airline markets that slated to be closed, however. Among these are Columbia, S.C, Concord, N.H., Santa Fe, N.M., and Pocatello, Idaho.

Several towers at Georgia airports are among those on the closure list as well. Two Atlanta-area airports, Cobb County-McCollum Field and Gwinnett County – Briscoe Field, will lose their control towers. Additionally, three other towers around the state, Southwest Georgia Regional in Albany, Middle Georgia Regional in Macon, and Athens – Ben Epps will close. The tower at Fulton County – Brown Field in Atlanta was slated to close, but will remain open.

The fact that control towers are being closed does not mean that airline flights will cease or that the airport itself will close. Instead, it means that the airport will become a “nontowered” airport where pilots revert to “see-and-avoid” procedures and enter the flow of traffic themselves rather than having an air traffic controller regulate the flow of takeoffs and landings.

While pilots fly from nontowered airports, there might be slight delays to obtain a clearance to take off and enter the enroute system. Tower closures might result in radar gaps around these airports that require controllers to leave more space between aircraft. The absence of tower controllers might also mean that weather minimums for instrument approaches at some airports increase due to the lack of weather observers. This could mean delays or diversion of flights during periods of bad weather.

Many of the towers that will be closed were already operating on a part time basis. Control towers at smaller airports are often open only during the day or at peak hours.

In addition to the list of towers that will be closed, the FAA also published a list of contract towers that will remain open as well as list of contract cost share towers that will remain open.

Originally published on Examiner.com:
http://www.examiner.com/article/faa-announces-list-of-control-towers-to-be-closed?cid=db_articles&no_cache=1364055688

FAA to ban pilot use of electronic devices

On Tuesday, the Federal Aviation Administration issued a Notice of Proposed Rulemaking in the Federal Register which “would prohibit flight crew members in operations under part 121 from using a personal wireless communications device or laptop computer for personal use while at their duty station on the flight deck while the aircraft is being operated.” The rule was prompted by a 2009 incident in which a Northwest Airlines crew flew for 78 minutes and 150 miles past their destination without talking to air traffic controllers. It was later revealed that the crew became distracted with their laptop computers while in cruise flight. Additionally, the first officer of the Cogan Airlines flight that crashed in Buffalo in 2009 had sent text messages while the plane taxied out for takeoff.

There has long been a “sterile cockpit” rule in which flight crew members are prohibited from engaging in nonessential activities that could cause distractions in critical phases of flight such as taxi, takeoff, landing and operations below 10,000 feet except for cruise flight. The NPRM notes that the new rule would expand the ban for “personal wireless communications devices and laptop computers to all phases of flight.”

There would be several exemptions to the new rule. Pilots could use their personal communications devices or laptops if the use is “directly related to operation of the aircraft, or for emergency, safety-related, or employment-related communications and the use is in accordance with air carrier procedures approved by the Administrator.” In other words, pilots can make calls related to flying the airplane, aviation emergencies (personal emergencies are specifically excluded), or if they need to call their company for an operational reason. The rule would also exempt companies that have FAA approved programs that use electronic devices such as laptops or tablets for flight operations. In recent years, several airlines have been approved to use iPads in place of paper charts and manuals.

According to the NPRM, the rule “includes, but is not limited to, devices such as cell phones, smart phones, personal digital assistants, tablets, e-readers, gaming systems, netbook computers, and notebook computers.” Under the new rule, pilots could not legally listen to music or podcasts on their iPods or read an email on their phone during any phase of flight. Ironically, although pilots would be able to legally read a newspaper after the airplane is established in cruise flight above 10,000 feet, they would not be able to read a newspaper downloaded to a tablet application or browse a newspaper site on the internet.

While well intended, the new rule may have the unintended consequence of making pilots more fatigued and less alert. In jet aircraft, some flights can be very long. A typical flight from New York to Los Angeles can last from five to six hours and transoceanic flights are normally even longer. After the airplane takes off and reaches its cruising altitude, there can be little to do for long hours. Sitting still and staring out the window with nothing to do for extended periods can be very fatigue inducing. This is especially true when the flight is a “red-eye” that is conducted on the “back side of the clock,” when the airplane is being operated during nighttime hours when the crew is normally sleeping. During such flights, having a diversion such as a newspaper, crossword puzzle, or an electronic device with music, a podcast, or an ebook can keep the crew member mentally stimulated while conducting intermittent crosschecks of the autopilot and aircraft systems.

If electronic devices are banned from the flight deck, pilots will resort to old fashioned methods of passing the time. USA Today, delivered to nearly every hotel room in the country and stocked with crossword and Sudoku puzzles, is a traditional means of passing time on long flights behind a closed cockpit door. Many flight bags contain a deck of cards, a magazine, or a paperback novel. Pulling pranks on flight attendants is also a time-honored tradition of airline pilots. If all else fails, even in the age of GPS, most airplanes are still equipped with an automatic direction finder (ADF) that is more useful for listening to Rush Limbaugh on AM radio than for navigation.

The proposed rule is not yet in effect. The FAA has established a comment period that is open until March 17. Comments can be delivered electronically via a link on the Federal Register page where the proposed rule is published. A direct link to the comment form can be found here.

Originally published on Examiner.com:

http://www.examiner.com/article/faa-proposes-ban-on-pilot-use-of-electronic-devices?cid=db_articles

American Eagle offers signing bonus as pilot shortage looms

In an email to prospective job seekers on Friday, American Eagle Airlines announced that it is offering a $5,000 signing bonus for newly hired pilots. At present, Eagle plans to hire 600 new pilots in 2013. New FAA rules require that new airline pilots meet Airline Transport Pilot license standards.

American Eagle notes that American Airlines, its parent company, is planning to hire 2,500 pilots over the next five years. Approximately half of the current list of Eagle pilots is expected to be hired by American or other major airlines.

The $5,000 bonus is paid at the beginning of training and requires a two year commitment to Eagle. According to Airline Pilot Central, American Eagle’s first year pay is $25 per hour with a 75 hour reserve guarantee. This works out to about $22,500 for the first year, not including the bonus. Pay is relatively flat for turboprop first officers, but FOs on jets, the majority of the fleet, will see an increase to $34 per hour and about $30,600 annually for the second year. Currently, the most junior captain has a hire date of May 2006, but as the major airlines ramp up their hiring, upgrades could potentially move much faster.

Last month, Aviation Week reported that an industry coalition has requested that the Government Accountability Office study the looming pilot shortage. The combination of increasing airline retirements and decreases in the number of pilots trained by the military and civilian schools is leading to a shortage of trained and experienced pilots that is first being felt by the regional airlines.

The shortage may force regional airlines to increase their pay to try to lure pilots away from more lucrative charter and corporate jobs. The signing bonuses may be the first attempt of the regionals to do so without having to amend union contracts.

Originally published on Examiner.com:

http://www.examiner.com/article/american-eagle-offers-signing-bonus-as-pilot-shortage-looms

Delta announces deal with Virgin

Delta Air Lines and Virgin Atlantic jointly announced a new alliance yesterday. The press release from both companies unveiled Delta’s purchase of a 49 percent stake in the British carrier for $360 million. The airlines will remain separate but will share costs and revenues from joint venture flights. The 49 percent share to be purchased by Delta was previously owned by Singapore Airlines.

There will be 31 peak day round trip joint venture flights between the U.K. and the U.S., Canada and Mexico. There will be nine flights daily between Heathrow and the U.S. Seven flights will go to New York’s John F. Kennedy International Airport and two will fly to Newark, N.J.

Passengers will be able to connect to U.S. destinations through Delta’s hubs and to the U.K. through Virgin’s base in London-Heathrow. U.S. passengers will have access to other European destinations through Delta’s alliances with Air France, KLM, and Alitalia in Paris, Amsterdam and Rome. Members of Delta Skymiles and the Virgin Atlantic Flying Club will earn miles on both airlines. Members of Delta Sky Clubs and Virgin Atlantic Clubhouses will also receive reciprocal access.

The alliance will require approval from the U.S. Department of Transportation, the Department of Justice, and agencies in the European Union. The companies expect approval by the end of 2013.

According to the press release, “The partnership allows both carriers to offer a greatly expanded network at Heathrow and to overcome slot constraints, which have limited the growth and competitive capability of both airlines.”

Sir Richard Branson is the President and principle owner of Virgin Atlantic. Branson is also a minority shareholder in Virgin America, a Virgin brand airline headquartered in Burlingame, Calif. with a hub in San Francisco. Virgin America is a separate company from Virgin Atlantic and is unaffected the new alliance.

 

Originally published on Examiner.com
http://www.examiner.com/article/delta-to-purchase-49-percent-share-virgin-atlantic-1?cid=db_articles

How to avoid TSA hassles

Many Americans will soon head to the airport to take off on a holiday journey. As these passengers head for their flights, they will have to pass through Transportation Security Administration checkpoints for security screening. For many travelers, the prospect of a TSA screening is daunting, but the process can be made quick and stress free with a little preparation.

Making your TSA experience stress free begins with packing correctly. The TSA website contains a list of prohibited items. In general, anything with a blade or anything that can be considered a weapon cannot be in a carryon bag. Many items, from knives to guns, can be placed in checked baggage, but some items, such as flammable products, cannot be carried on aircraft at all. If in doubt, the TSA website offers a search engine where travelers can search for information on specific items.

Most liquids are still not permitted to be carried through security. To carry liquids, gels or aerosols, passengers must adhere to the 3-1-1 rule. Containers must be 3.4 ounces or less and stored in a one quart or liter zip-top bag. Only bag is allowed per person.

If a greater amount of a liquid is required for medical reasons, just tell the TSA officer. Extra medical liquids can be carried but will be subject to additional screening. The TSA recommends that these medications be labeled to assist in the screening process. Many airports have special lanes for passengers that require special assistance.

If you are carrying gifts, leave them unwrapped until you reach your destination. If they need to be inspected by a TSA officer, they might have to be unwrapped otherwise.

On the day of your flight, be sure to allow adequate time for check-in and screening. Lines can be long during the holidays. Plan to arrive at the gate at least 30 minutes prior to the flight’s departure time. This may require arriving at the airport at least two hours early. Be sure that you have your identification and boarding pass handy when you arrive at the screening checkpoint.

When you arrive at the checkpoint, remove your shoes and place them in one of the plastic bins to be screened. If you have on outer clothing such as a jacket, that must also be removed. Items from your pockets should also be placed in the bin. Belt buckles, cell phones, keys, change and other metal items can cause the alarm to go off when you step through the metal detector.

Some airports now have Advanced Imaging Technology scanners. The TSA recommends that you remove all items from your pockets if you are screened by one of these devices. If you don’t want to go through the body scanner, you can opt for a pat down. Travelers might also be subjected to a pat down if they set off an alarm.

If you are traveling with children who cannot walk through the detector without assistance or animals, you should carry them through the metal detector. Strollers, child seats and pet carriers must be scanned by the X-ray machine with your baggage. Children under 12 can leave their shoes on. Children will not be separated from their parents.

The TSA website contains many other tips for travelers. There is also a My TSA app for smart phones that contains guides to TSA policies as well as information on current TSA wait times. Your airline’s website also contains information about baggage policies. The holiday travel season is a hectic and busy time, but, with a little planning and preparation, at least the trip through the TSA checkpoint can be quick and easy.

This article was originally published on Examiner.com:
http://www.examiner.com/article/avoiding-hassles-with-tsa-security-screenings?cid=db_articles