AVIATION NEWS:  April-May 2001

FAA Approves New Alert System to Help Prevent Runway Accidents

APA 25-01
May 29, 2001
Contact: Fraser Jones
Phone: 202-267-3462

WASHINGTON- After extensive testing, the Federal Aviation Administration (FAA) announced today that it will begin using an alert warning system at the country's 34 busiest airports to help prevent runway accidents. Already in use at San Francisco and Detroit, the Airport Movement Area Safety System (AMASS) provides air traffic controllers with visual and aural alerts of potential runway accidents caused by runway incursions.

"This new tool provides passengers an extra margin of safety on the runway," said Administrator Jane F. Garvey. "While technology like AMASS is crucial, the FAA believes that heightening and maintaining the awareness of pilots, controllers, and airport vehicle operators through education is the best way to improve runway safety."

The AMASS is an enhancement to the Airport Surface Detection Equipment Model 3 (ASDE-3) radar. The system works by processing surveillance data from the ASDE-3, the airport surveillance radar, and the terminal automation system. It then determines conflicts based on the position, velocity and acceleration of airborne arrival aircraft with ground-based aircraft and vehicles. Currently, 33 major airports have commissioned the ASDE-3, which enables controllers to observe airport surface movements, particularly at night and when visual observation is impaired by bad weather.

Maintenance and oversight of the AMASS will be transferred from Washington headquarters to FAA facilities in San Francisco and Detroit in June. The remaining 32 airports are scheduled to have the system in operation by the end of 2002. Developing AMASS into a useful, reliable warning system to meet user requirements has been an extremely complex technical challenge. The AMASS is comprised of two subsystems, one built by Northrop Grumman Systems Corp. Norden Systems, and the other built by Dimensions International, Inc.

In its continuing effort to improve runway safety, the FAA is working closely with the aviation community to promote and support increased education, training and awareness for pilots, controllers, airport personnel, and vehicle operators.

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FAA Requires Inspection of DC-9/MD-88 and MD-90 Port Heaters and Insulation

APA 22-01
May 23, 2001
Contact: Paul Takemoto
Phone: 202-267-3462

WASHINGTON - The Federal Aviation Administration (FAA) has ordered operators of DC-9/MD-88 series and MD-90-30 series aircraft to inspect the wiring of static port heaters for chafing, loose connections and evidence of arcing, and to make necessary repairs. Operators must also determine if the surrounding insulation is covered with metalized Mylar™ (polyethyleneteraphthalate). If so, the Mylar™ must be removed and/or replaced with Tedlar™-covered insulation, or other appropriate action must be taken. Static port heaters are small heaters that keep ice from forming on devices that measure air pressure.

The immediately adopted airworthiness directive (AD) is in response to an incident that occurred on Sept. 17, 1999, in which a Delta Air Lines MD-88 experienced a fire in the forward cargo compartment shortly after takeoff from Northern Kentucky International Airport in Covington, Ky. The plane returned to the airport without passenger injuries. In its investigation, the National Transportation Safety Board (NTSB) determined that a spark from a static port heater ignited the fire, which spread by consuming the metalized Mylar™ insulation surrounding the heater.

The AD will affect 593 U.S.-registered DC-9-81, -82, -83, -87 and MD-88 aircraft, as well as 12 MD-90-30s. U.S. operators affected, in addition to Delta, are Alaska Airlines, American Airlines, Continental Airlines, Midwest Express Airlines, Trans World Airlines and US Airways. The total cost per aircraft is estimated at $120.

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FAA Selects Wurtsmith-Oscada Airport, Tipton Airport, Okaloosa Regional Airport and Laredo International Airport for the Military Airport Program

APA 18-01
May 11, 2001
Contact: Marcia Adams
Phone: 202-267-3462

WASHINGTON - The U.S. Department of Transportation's Federal Aviation Administration (FAA) today selected four airports to participate in the Military Airport Program (MAP). Those airports are: Wurtsmith-Oscoda Airport, Oscoda, Mich.; Tipton Airport, Odenton, Md.; Okaloosa Regional Airport, Okaloosa County, Fla.; and Laredo International Airport, Laredo, Texas.

MAP, a part of the Airport Improvement Program (AIP), provides financial assistance to the civilian sponsor of military airfields that are being converted to civilian or joint-use airfields or those that already have been converted. The selections were made under authority granted in the Wendell H. Ford Aviation and Investment Reform Act for the 21st Century (AIR-21) which increased the total number of airports in the MAP from 12 to 15, including one general aviation airport authorized to receive MAP funding.

"Converting military airfields to civilian use enhances airport system capacity and reduces flight delays," said Woodie Woodward, acting associate administrator for airports.

The program increases airport capacity by providing the funding to help develop civilian airports and joint-use airports at former military airfields in or near major cities. The MAP also allows the designation of one general aviation airport.

MAP funds may be used for projects that are not generally included in the AIP, which build or rehabilitate parking lots, fuel farms, hangars, utility systems, roads and cargo buildings.

Wurtsmith-Oscoda, the former Wurtsmith Air Force Base, is the first general aviation airport selected for the program. In addition to serving general aviation, it is a major maintenance facility for large aircraft that can be serviced in the former Air Force hangars. Wurtsmith is designated to receive MAP funds for two years.

Tipton Airport, the former Tipton Army Airfield, is a reliever airport in Maryland that has a 3,000-foot paved runway. Tipton will participate in the program for five years.

Okaloosa Regional Airport, the commercial service airport serving the Valparaiso area of the Florida Panhandle, is a joint-use facility with Eglin Air Force Base. Okaloosa Regional is designated for three years.

Laredo International Airport, a one-year redesignation to the program, serves the Laredo area of south Texas and is a major cargo gateway to Latin America. Laredo will receive funds for one year.

The following airports also are part of MAP: Alexandria International Airport, Alexandria, La.; Rickenbacker Airport, Columbus, Ohio; Pease International Tradeport, Portsmouth, N.H.; Myrtle Beach Airport, Myrtle Beach S.C.; Cecil Field, Jacksonville, Fla.; Sawyer Airport, Marquette County, Mich.; Chippewa County Airport, Sault Ste. Marie, Mich.; Southern California International Airport, Victorville, Calif.; Mather Airport, Sacramento, Calif.; March Inland Port, Riverside, Calif.; and Gray Army Airfield, Fort Hood, Texas.

In fiscal year 2002, FAA may designate up to five airports to participate in the program. For information concerning participation in the MAP, airport sponsors should contact their respective FAA airport divisions for program coordination.

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FAA Gives Panama IASA Rating of Category 2

APA 17-01
May 9, 2001
Contact: Paul Takemoto Phone: 202-267-3462

WASHINGTON- The Federal Aviation Administration (FAA) today announced that Panama does not comply with international safety standards set by the International Civil Aviation Organization (ICAO), giving the country a Category 2 rating following a reassessment of the country's civil aviation authority. Panama was previously rated Category 1.

The government of Panama has indicated its desire to correct the issues identified as a result of the FAA reassessment. The FAA will continue to remain engaged with the civil aviation authority of Panama and will periodically review the situation.

This announcement is part of the FAA's International Aviation Safety Assessment (IASA) program, under which the agency assesses the civil aviation authorities of all countries with air carriers that operate to the U.S., and makes that information available to the public.

The assessments are not an indication of whether individual foreign carriers are safe or unsafe. Rather, they determine whether or not foreign civil aviation authorities are meeting ICAO safety standards, not FAA regulations.

Travelers may call 1-800-FAA-SURE (1-800-322-7873) to obtain a summary statement about whether a foreign civil aviation authority has been assessed and the results, if available.

Countries with air carriers that fly to the U.S. must adhere to the safety standards of ICAO, the United Nations' technical agency for aviation that establishes international standards and recommended practices for aircraft operations and maintenance.

The FAA, with the cooperation of the host civil aviation authority, assesses countries with airlines that have operating rights to or from the U.S., or have requested such rights.

Specifically, the FAA determines whether a foreign civil aviation authority has an adequate infrastructure for international aviation safety oversight as defined by ICAO standards. The basic elements that the FAA considers necessary include: 1) laws enabling the appropriate government office to adopt regulations necessary to meet the minimum requirements of ICAO; 2) current regulations that meet those requirements; 3) procedures to carry out the regulatory requirements; 4) air carrier certification, routine inspection, and surveillance programs, and 5) organizational and personnel resources to implement and enforce the above.

The FAA has established two ratings for the status of these civil aviation authorities at the time of the assessment: (1) does comply with ICAO standards, (2) does not comply with ICAO standards.

• Category 1, Does Comply with ICAO Standards: A civil aviation authority has been assessed by FAA inspectors and has been found to license and oversee air carriers in accordance with ICAO aviation safety standards.
• Category 2. Does Not Comply with ICAO Standards: The FAA assessed this country's civil aviation authority (CAA) and determined that it does not provide safety oversight of its air carrier operators in accordance with the minimum safety oversight standards established by ICAO. This rating is applied if one or more of the following deficiencies are identified: (1) the country lacks laws or regulations necessary to support the certification and oversight of air carriers in accordance with minimum international standards; (2) the CAA lacks the technical expertise, resources, and organization to license or oversee air carrier operations; (3) the CAA does not have adequately trained and qualified technical personnel; (4) the CAA does not provide adequate inspector guidance to ensure enforcement of, and compliance with, minimum international standards; and (5) the CAA has insufficient documentation and records of certification and inadequate continuing oversight and surveillance of air carrier operations. This category consists of two groups of countries.
• One group is countries that have air carriers with existing operations to the U.S. at the time of the assessment. While in Category 2 status, carriers from these countries will be permitted to continue operations at current levels under heightened FAA surveillance. Expansion or changes in services to the U.S. by such carriers are not permitted while in Category 2, although new services will be permitted if operated using aircraft wet-leased from a duly authorized and properly supervised U.S. carrier or a foreign air carrier from a category 1 country that is authorized to serve the United States using its own aircraft.
• The second group is countries that do not have air carriers with existing operations to the U.S. at the time of the assessment. Carriers from these countries will not be permitted to commence service to the U.S. while in Category 2 status, although they may conduct services if operated using aircraft wet-leased from a duly authorized and properly supervised U.S. carrier or a foreign air carrier from a Category 1 country that is authorized to serve the U.S. with its own aircraft.

No other difference is made between these two groups of countries while in a Category 2 status.

The FAA has assisted civil aviation authorities with less than acceptable ratings by providing technical expertise, assistance with inspections, and training courses. The FAA hopes to work with other countries through ICAO to address non-compliance with international aviation safety oversight standards.

The FAA will continue to release the results of safety assessments to the public as they are completed. First announced in September 1994, the ratings are part of an ongoing FAA program to assess all countries with air carriers that operate to the U.S.

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FAA Issues Fuel Tank Safety Rule

APA 16-01
May 7, 2001
Contact: Alison Duquette
Phone: 202-267-3462

WASHINGTON- The U.S. Department of Transportation's Federal Aviation Administration (FAA) today issued a rule that requires airplane manufacturers and operators to change how airplane fuel tanks are designed, maintained and operated.

The FAA rule, the most comprehensive fuel tank safety initiative ever put forward, includes a Special Federal Aviation Regulation (SFAR) to minimize the potential for failures that could cause ignition sources in fuel tanks on new and existing airplanes. It also includes a regulation that, for the first time, mandates airplane design changes to minimize the flammability of fuel tanks on new airplanes.

"Although aviation remains an incredibly safe way to travel, our extensive research and evaluation of past design philosophies and certification practices show that it's time for a new approach to fuel tank safety," said FAA Administrator Jane F. Garvey. "The FAA's rule is an aggressive plan that will certainly raise the bar in aviation safety."

Since the tragic Trans World Airlines (TWA) 800 accident in July 1996, the FAA has focused on the three fundamental areas that keep airplane fuel tanks safe: the prevention of ignition sources, fuel flammability, and fuel tank inerting. Based on recent FAA and industry research and tests, the Aviation Rulemaking Advisory Committee (ARAC) continues to evaluate fuel tank inerting and is expected to make recommendations to the agency in July.

The SFAR portion of the rule affects 6,971 transport airplanes with 30 or more seats manufactured by Airbus, Aerospatiale (ATR), Boeing, British Aerospace, Bombardier, De Havilland, Dornier, Embraer, Fokker, Lockheed, Saab and Shorts. The SFAR amends current FAA rules for both existing and new model airplanes.

For existing airplanes:

• Manufacturers must conduct a one-time design review of the fuel tank system for each transport airplane model in the current fleet to ensure that failures could not create ignition sources within the fuel tank.
• Manufacturers must then design specific programs for the maintenance and inspection of the tanks to ensure the continued safety of fuel tank systems.

Operational changes for existing airplanes:

• Based on the information provided by the manufacturer under the SFAR, operators must then develop and implement a FAA-approved fuel tank maintenance and inspection program for their airplanes.

For new airplane types:

• Manufacturers must further minimize the existence of ignition sources in fuel tanks. Future transport category airplanes will be designed to better address potential failures in the fuel tank system that could result in an ignition source.
• Manufacturers must develop maintenance and inspection programs to ensure fuel tank safety.
• Some airplane types are designed with heat sources adjacent to the fuel tank, which can heat the fuel and increase the formation of flammable vapors in the tank. The rule requires manufacturers to reduce the time fuel tanks operate with flammable vapors in the tank by designing fuel tank systems with a means to minimize the development of flammable vapors in the fuel tank or a means to prevent catastrophic damage in the unlikely event ignition occurs.

Manufacturers have 18 months from June 6, the effective date of the rule, to conduct the safety reviews and develop maintenance and inspection programs required by the SFAR. Operators have 36 months from June 6 to incorporate an FAA-approved maintenance and inspection program into their operating procedures. Together, these initiatives are estimated to cost the industry $165 million over 10 years. Specifically, the fuel tank review will cost $38 million; changes to maintenance and inspection programs will cost $92 million; lost net revenue will cost $24 million; and additional recordkeeping requirements will cost $10 million.

The FAA has issued or proposed nearly 40 airworthiness directives (ADs) on fuel tank safety. These actions were taken from lessons learned in the TWA 800 accident investigation or through targeted FAA inspections and service history reviews. The agency may issue additional ADs based on the new data gathered from the design review of existing aircraft mandated by the SFAR.

The SFAR is available on the FAA's web site at www.faa.gov/avr/arm/nprm.htm. Three fact sheets, dated July 2000, that address fuel tank inerting, flammability, research, and ADs are also available on the FAA's web site at www.faa.gov/newsroom.htm.

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FAA Places Operating Limits on Boeing 737 Center Wing Tank Fuel Pumps

APA 13-01
April 27, 2001
Contact: Paul Takemoto
Phone: 202-267-3462

WASHINGTON - The Federal Aviation Administration (FAA) has prohibited U.S. operators of 737 aircraft from running center wing tank fuel pumps unless the quantity of fuel exceeds a certain minimum level.

The airworthiness directive (AD) is one of many FAA initiatives to enhance fuel tank safety, including a proposed rule that would require airplane manufacturers and operators to change how airplane fuel tanks are designed, maintained and operated. The FAA has also issued or proposed nearly 40 airworthiness directives (ADs) on fuel tank safety.

This action is intended to prevent the ignition of fuel vapors inside the center wing fuel tank. The FAA has determined that it is necessary to turn off fuel pumps when the tank is depleted of fuel; extended dry operation can result in overheating and excessive wear of the pump bearings. This in turn has the potential to create an ignition source that could cause a fuel tank explosion.

The AD, effective immediately, calls for the following limitations, which will be placed in 737 flight manuals:

• For ground operations, center tank fuel pump switches must not be positioned to "ON" when the fuel quantity is below 1,000 pounds.
• Fuel pump switches must be positioned to "OFF" when both low pressure lights illuminate.
• Fuel pumps must not be "ON" unless personnel are available in the flight deck to monitor low pressure lights.

The AD effects 1,501 U.S.-registered 737s at an estimated cost of $60 per aircraft.

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FAA Requires Airlines to Carry Heart Device

APA 11-01
April 12, 2001
April 12, 2001
Phone: 202-267-3462

The Federal Aviation Administration (FAA) today issued a final rule requiring U.S. airlines to carry automated external defibrillators (AEDs) and enhanced emergency medical kits (EMKs) on all domestic and international flights within three years. The rule, which responds to the Aviation Medical Assistance Act of 1998, affects airplanes that weigh more than 7,500 pounds each and have at least one flight attendant.

An estimated 350,000 Americans are struck by cardiac arrest each year. Cardiac arrest stops effective pumping of blood to the heart. An abnormal heart rhythm called "ventricular fibrillation" is the most common form of treatable cardiac arrest. Chances of survival can be as high as 90 percent if defibrillation -- electrical shocks that stimulate the heart to resume normal beating -- is provided during the first minutes following collapse.

"Nine airlines either currently carry AEDs and enhanced kits or have made a commitment to do so," said FAA Administrator Jane F. Garvey. "Our rule will ensure that all airline passengers have access to this potentially life-saving device."

The FAA rule also expands the EMK by adding medications that may help passengers who suffer an in-flight medical event. The following items will be added to each EMK:

• oral antihistamine
• non-narcotic analgesic
• aspirin
• atropine
• bronchodilator inhaler
• lidocaine and saline
• IV administration kit with connectors
• AMBU bag (to assist respiration following defibrillation)
• CPR masks

An EMK is already equipped with:

• sphygmomanometer (measures blood pressure)
• stethoscope
• three sizes of oral airways (breathing tubes)
• syringes
• needles
• 50 percent dextrose injection (for hypoglycemia or insulin shock)
• epinephrine (for asthma or acute allergic reactions)
• diphenhydramine (for allergic reactions)
• nitroglycerin tablets (for cardiac-related pain)
• basic instructions on the use of the drugs
• latex gloves

All crewmembers will receive initial training on the EMK and on the location, function, and intended operation of an AED. Flight attendants will receive initial and recurrent training in CPR and on the use of AEDs.

Medical personnel are frequently onboard and can assist fellow passengers during an in-flight medical event. In addition, a "Good Samaritan" provision in the Aviation Medical Assistance Act of 1998 limits the liability of air carriers and non-employee passengers unless the assistance is grossly negligent or willful misconduct is evident.

The total estimated cost to the airline industry over 10 years for equipment, medications, and initial and recurrent crew training is $16 million.

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The final rule can be downloaded from the FAA's web site at:  www.faa.gov/avr/arm/nprm.htm

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United States Moves Closer to Accident Reduction Goal

APA 10-01
March 27, 2001
Contact: A. Duquette,FAA/M. Wascom,ATA/C. Bosco,NBAA
Phone: 202-267-3462,FAA/202-626-4172,ATA/202-783-9362NBAA

WASHINGTON - Three years into a 10-year plan to reduce aviation accidents, government and industry safety experts today reported that their data-driven Safer Skies approach is on a steady course toward preventing both commercial and general aviation accidents. The plan has already produced 13 actions that are being used in day-to-day commercial operations to prevent some of the leading causes of accidents.

As part of Safer Skies, the Commercial Aviation Safety Team (CAST) is well on its way toward implementing safety interventions for two leading causes of commercial accidents: controlled flight into terrain (CFIT) and uncontained engine failures. CAST has developed intervention strategies for approach and landing accidents and is beginning the implementation phase. Government and industry CAST participants continue to develop intervention strategies for runway incursions, loss of control, and weather. These are the leading causes of commercial aviation accidents based on an in-depth CAST analysis process.

"These initiatives are more like base hits than home runs, but as all baseball fans know, a lot of base hits can produce a lot of runs and win the game," said Capt. Edmond Soliday, vice president for corporate safety, quality assurance and security at United Airlines and CAST co-chair.

In 1997, a group of industry associations, aerospace companies, and pilot unions came together in an effort to reduce the U.S. commercial aviation fatal accident rate by 80 percent by 2007. NASA, which does substantial aviation safety research, also joined the group. Recognizing that cooperation is essential to enhancing safety, the group agreed in June 1998 to merge their efforts with the commercial aviation portion of the broader Safer Skies plan developed by the U.S. Department of Transportation Federal Aviation Administration (FAA). That effort operates under CAST. Safer Skies' general aviation component uses a team similar in structure to CAST that aims to eliminate an entire year's worth of general aviation accidents. A third team has already addressed cabin safety-related issues.

"Although commercial and general aviation accident patterns are quite different, we know that the Safer Skies approach is the right way to reduce accidents for both industry segments," said Nick Lacey, director, FAA's Flight Standards Service and CAST co-chair. "Top-level buy-in from operators, manufacturers and the government gets results faster."

Both the commercial and general aviation teams use working groups for in-depth analysis of the top accident categories. They then develop "intervention strategies" to reduce such accidents. Additional working groups then prioritize and coordinate the plans for implementing those strategies.

The General Aviation Joint Steering Committee has completed analyses for CFIT and weather-related accidents. Intervention strategies differ from those being implemented for commercial aviation due to the unique general aviation operating environment. The general aviation team is currently working on improving low-altitude procedures and awareness training to prevent CFIT accidents. Improved weather information and training, as well as better low-altitude procedures and synthetic vision technology are being developed to prevent weather-related accidents. Other areas under analysis include pilot decision-making, loss of control, survivability and runway incursions.

"Safer Skies is an efficient framework for combining the resources of the entire aviation community and building upon general aviation's ongoing safety programs," said Jack Olcott, president of the National Business Aviation Association and co-chair of the General Aviation Joint Steering Committee. "Using Safer Skies' data-driven approach toward accident analysis, the general aviation community is expanding a culture of safety and is developing meaningful programs to enhance overall safety for private and non-scheduled commercial operations."

One of the benefits of the Safer Skies plan is that industry is voluntarily implementing agreed-upon recommendations. For example, airlines are using improved inspection methods to prevent uncontained engine failures and are incorporating improved training, new standard operating procedures and technology to prevent CFIT accidents.

Key players in aviation safety participate on the CAST and general aviation teams. Government members include the FAA, NASA and the Department of Defense. Industry members include the Aerospace Industries Association, Airbus Industries, Air Transport Association, Aircraft Owners and Pilots Association, Boeing, Experimental Aircraft Association, Flight Safety Foundation, General Aviation Manufacturers Association, Helicopter Association International, National Air Carrier Association, National Air Transport Association, National Business Aviation Association, Pratt & Whitney (also representing General Electric and Rolls-Royce) and the Regional Airline Association. Employee groups include the Allied Pilots Association, Air Line Pilots Association, International Federation of Air Line Pilots, and the National Air Traffic Controllers Association.

CAST recognizes that improving commercial aviation safety requires a global effort. International participation in CAST efforts includes the Air Transport Association Canada, Association of Asia Pacific Airlines, International Civil Aviation Organization, International Air Transport Association, European Joint Aviation Authorities, Safety Authority Australia, and Transport Canada.

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