Category Archives: FAA

The Boeing 787 is granted extended 330 minutes ETOPS operations by the FAA

Boeing (Chicago and Seattle) has released this statement about extended ETOPS for the 787:

The U.S. Federal Aviation Administration (FAA) has approved additional extended operations (ETOPS) for the Boeing 787 Dreamliner. The move will allow 787s to be operated up to 330 minutes from a landing field and signals continued confidence in the airplane’s technical capabilities.

Dreamliners have been allowed to operate up to 180 minutes away from a landing field since they were introduced into service in 2011. Granting of the expanded operational permission will allow airlines to introduce additional routes after they meet the proof of capabilities requirements and receive approval from their own regulatory agencies for such operations.

ETOPS operations will make the 787 even more efficient in operations as they enable more direct flight paths, which can save thousands of pounds of fuel and reduce carbon emissions.

More than 1,030 787s have been ordered by 60 customers to date. Boeing has delivered 146 Dreamliners to 19 customers.

Copyright Photo: Steve Bailey/AirlinersGallery.com. Boeing 787-8 VT-ANC (msn 36274) in Air India colors lands at Boeing’s facility at Paine Field near Everett, Washington. VT-ANC is one of the earlier models and remains undelivered.

Air India:

NTSB issues recommendations to the FAA for the evaluation and certification of lithium-ion batteries on Boeing 787s

The National Transportation Safety Board (NTSB) (Washington) has issued a series of recommendations related to the evaluation and certification of lithium-ion batteries for use in aircraft systems, as well as the certification of new technology.

The five safety recommendations, all addressed to the Federal Aviation Administration (FAA) (Washington), are derived from the NTSB’s ongoing investigation of the January 7, 2013, fire event that occurred in a lithium-ion battery on a Boeing 787 that was parked at Boston Logan Airport.

Investigators found that the battery involved in the Boston 787 fire event showed evidence not just of an internal thermal runaway but that “unintended electrical interactions occurred among the cells, the battery case, and the electrical interfaces between the battery and the airplane.”

The 12-page safety recommendation letter said that the processes used in 2006 to support the certification of the lithium-ion battery designed for the 787 were inadequate, in part, because there is no standardized thermal runaway test that’s conducted in the environment and conditions that would most accurately reflect how the battery would perform when installed and operated on an in-service airplane.

Further, the NTSB said that because there is no such standardized thermal runaway test, lithium-ion battery designs on airplanes currently in service might not have adequately accounted for the hazards associated with internal short circuiting.

In its examination of the challenges associated with introducing newer technologies into already complex aircraft systems, the NTSB said that including subject matter experts outside of the aviation industry “could further strengthen the aircraft certification process” by ensuring that both the FAA and the aircraft manufacturer have access to the most current research and information related to the developing technology.

To address all of these issues, the NTSB asked the FAA to do the following:

1. Develop an aircraft-level thermal runaway test to demonstrate safety performance in the presence of an internal short circuit failure
2. Require the above test as part of certification of future aircraft designs
3. Re-evaluate internal short circuit risk for lithium-ion batteries now in-service
4. Develop guidance for thermal runaway test methods
5. Include a panel of independent expert consultants early in the certification process for new technologies installed on aircraft

“The history of commercial aviation is one in which emerging technologies have played a key role in enhancing flight safety,” said NTSB Acting Chairman Christopher A. Hart. “This is why it’s crucial that the process by which these technologies are evaluated and certified is as robust and thorough as possible. These recommendations will take us further in that direction.”

The final report on the January 2013 Boston 787 battery fire investigation is estimated to be completed in the fall.

Read the full report: CLICK HERE

Read about the original Boston JAL Boeing 787 incident: CLICK HERE

FAA is investigating a near midair collision between United Airlines and US Airways near Hawaii

The Federal Aviation Administration (FAA) (Washington) is investigating an April 25 near miss incident between an United Airlines (Chicago) Boeing 757 and an US Airways (Phoenix and Dallas/Fort Worth) Boeing 757-200 approximately 200 miles northeast of Kona, Hawaii. The two 757s were apparently on the same altitude when the United flight took evasive action after receiving a Traffic Alert and Collision Avoidance System (TACAS) alert. The aircraft were separated by 5.3 miles horizontally and 800 feet vertically.

Read the full report from Time Magazine: CLICK HERE

The FAA and Boeing complete their joint review of the 787’s critical systems

The U.S. Federal Aviation Administration (FAA) and Boeing (Chicago and Seattle) have completed a comprehensive review of the 787’s critical systems. The joint review, initiated in January 2013, included an examination of the processes for the design, certification and production of the 787-8. The review’s findings validate the integrity of the airplane’s design and confirm the strength of the processes used to identify and correct issues that emerged before and after the airplane’s certification.

The review concludes that the 787 meets the intended high level of safety expected by the FAA and Boeing. The report includes recommendations aimed at further strengthening the FAA and Boeing’s processes.

“We welcomed the opportunity presented by this joint review of the 787 and its in-service performance,” said Boeing Commercial Airplanes President and CEO Ray Conner. “The findings validate our confidence in both the design of the airplane and the disciplined process used to identify and correct in-service issues as they arise. I am grateful for the hard work of the joint review team and for its recommendations, which will allow us to further improve our processes as we move forward.”

The review team outlined four recommended improvements for Boeing. Three of the recommendations focus on improving the flow of information, standards and expectations between the company and its suppliers. Boeing has already taken significant steps to implement these recommendations.

The fourth recommendation encourages Boeing to continue implementing and maturing the gated processes for development programs.

“Gated process” refers to the disciplined criteria followed as a new airplane model is developed. This ensures a sufficient level of maturity is gained before a program proceeds to key milestones such as design completion, production start and entry into service.

Boeing has made a range of improvements to its airplane development processes since the start of the 787 program. These efforts included a restructuring last year to bring all commercial airplane development programs under one umbrella organization.

Welcome to the AG Slide Show:

The FAA issues its AD concerning General Electric GEnx engines on Boeing 747-8s and 787-8s

The Federal Aviation Administration (FAA) (Washington) has just issued this Airworthiness Directive (AD) concerning icing in Boeing 747-8s and 787-8s powered by General Electric GEnx engines. Here is the highlights of the AD:

AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final rule; request for comments. ––––––––––––––––––––––––––––––––––

SUMMARY: We are adopting a new airworthiness directive (AD) for The Boeing Company Model 747-8 and 747-8F series airplanes and Model 787-8 airplanes powered by GEnx engines. This AD requires revising the airplane flight manual to advise the flight crew of potential ice crystal icing (ICI) conditions at high altitudes, and to prohibit operation in moderate and severe ICI conditions. This AD also requires inspecting the engine after any ICI event is detected by the flight crew. This AD was prompted by reports of engine damage and thrust loss events as a result of flying in high altitude ICI conditions. We are issuing this AD to ensure that the flight crews have operating instructions to avoid flight into ICI conditions that can lead to engine damage and thrust loss events; unrecoverable thrust loss on multiple engines can lead to a forced landing.

DATES: This AD is effective November 27, 2013.
We must receive comments on this AD by January 13, 2014.

SUPPLEMENTARY INFORMATION: Discussion

Over the past decade, we have been aware of temporary engine thrust loss, and other engine- related events that occurred in ice crystal icing (ICI) conditions at high altitudes. These events have prompted the release of ADs on various airplane models equipped with General Electric (GE) CF6- 80 series engines. Each event was in or near convective weather conditions that included ice crystal icing.

This type of icing does not appear on radar due to its low reflectivity, and neither the airplane ice detector nor visual indications reliably indicate the presence of icing conditions. Therefore, it is often undetected by the flight crew. Flight in these conditions can cause ice crystals to accumulate in the core gas flow path of the engine. In the events leading to those prior ADs, the ice has shed during throttle transients and in the descent phase of flight, causing temporary thrust loss.

Since the beginning of 2013, similar events have now occurred on Model 747-8 and 747-8F series airplanes powered by GEnx-2B engines and Model 787-8 airplanes powered by GEnx-1B engines. The new events that prompted this AD, however, have occurred during the cruise phase of flight and caused permanent damage (beyond maintenance manual limits) to the engine compressor. In all thrust loss events, data indicate that ice crystals entered and collected in the initial stages of the compressor. Engine temperature data indicate small ice accretions were shed through the core of the engine.

All of these ICI events occurred during cruise at 33,000 feet or above, either within or after the airplane traversed a large Mesoscale Convective System (MCS). MCSs are areas where several thunderstorms have merged, with a continuous cloud larger than 100 kilometers (62 miles) across.

Within or near MCSs, ICI events have occurred where convective activity has driven a significant quantity of moisture, in the form of ice crystals, to altitudes at or above the tropopause. ICI events tend to occur in warm geographic locations.

As of the date of this AD, there have been nine events on Model 747-8 airplanes and Model 787- 8 airplanes.

During two events on Model 747-8F airplanes, two engines experienced thrust losses during the cruise phase of flight. In one of these events, one of the engines recovered to idle but would not accelerate and was left at idle for the rest of the flight. The other engine recovered and operated normally for the rest of the flight. In both airplane events, subsequent inspections of all four engines revealed compressor damage on both of the event engines as well as damage to a third engine that had not experienced a thrust loss.

In four other events–one on a Model 787-8 airplane and three on Model 747-8 airplanes– uncommanded engine decelerations (i.e., thrust losses) of approximately 20 seconds in duration occurred. All engines automatically recovered commanded thrust without crew action and operated normally for the rest of the flight.

In three other events on Model 747-8 airplanes, at least one engine showed elevated vibrations on the low-speed engine spool (N1) while in ICI conditions. The vibrations stopped after the airplanes exited the weather system, and the engines operated normally for the rest of the flight.

Unrecoverable thrust loss on multiple engines, due to operation in high altitude clouds containing ice crystals, could lead to a forced landing.

FAA’s Determination

We are issuing this AD because we evaluated all the relevant information and determined the unsafe condition described previously is likely to exist or develop in other products of these same type designs.

AD Requirements

This AD requires revising the Certificate Limitations and Operating Procedures chapters of the AFM to advise the flight crew of potential ICI conditions at high altitudes, and to provide procedures to prohibit flight into those conditions.

This AD also requires engine inspections after any event where the flight crew reports the appearance of the ”ENGINE THRUST” message on the engine indication and crew alert system (EICAS) for any engine. The intent of the inspection requirement is to verify the airworthiness of the airplane for future flights. Because of thrust requirements on the different airplane models, the inspection is required before further flight on a minimum of three engines on Model 747-8 and 747- 8F series airplanes, and on both engines on Model 787-8 airplanes.

Interim Action

We consider this AD interim action. If final action is later identified, we might consider further rulemaking then.

FAA’s Justification and Determination of the Effective Date

An unsafe condition exists that requires the immediate adoption of this AD. The FAA has found that the risk to the flying public justifies waiving notice and comment prior to adoption of this rule because flight in potential ICI at high altitudes could result in engine damage and loss of thrust and consequent forced landing. Therefore, we find that notice and opportunity for prior public comment are impracticable and that good cause exists for making this amendment effective in less than 30 days.

Comments Invited

This AD is a final rule that involves requirements affecting flight safety and was not preceded by notice and an opportunity for public comment. However, we invite you to send any written data, views, or arguments about this AD. Send your comments to an address listed under the ADDRESSES section. Include the docket number FAA-2013-0974 and Directorate Identifier 2013-NM-209-AD at the beginning of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of this AD. We will consider all comments received by the closing date and may amend this AD because of those comments.

We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We will also post a report summarizing each substantive verbal contact we receive about this AD.

Read the analysis by Reuters: CLICK HERE

FAA to issue an AD for icing on GE GEnx engines in thunderstorms

Federal Aviation Administration (FAA) (Washington) said it would issue an airworthiness directive (AD) this week for the airplanes powered by GE’s GEnx engines including the Boeing 787 Dreamliners and 747-8 Intercontinentals. As previously reported, the FAA will advise operators that the GE GEnx engines may experience ice buildup near thunderstorms.

Read the full report from Reuters: CLICK HERE

FAA issues the final rule on pilot training

Federal Aviation Administration (FAA) (Washington) has issued this rule concerning flight crew training:

As part of its ongoing efforts to enhance safety and put the best qualified and trained pilots in the flight decks of U.S. airplanes, the Department of Transportation’s Federal Aviation Administration (FAA) today issued a final rule that will significantly advance the way commercial air carrier pilots are trained.

In addition, FAA Administrator Michael Huerta is inviting the nation’s commercial aviation safety leaders to Washington, D.C. on November 21, to discuss additional voluntary steps that can be taken to further boost safety during airline operations, including pilot training.

“Today’s rule is a significant advancement for aviation safety and U.S. pilot training,” said U.S. Transportation Secretary Anthony Foxx. “One of my first meetings as Transportation Secretary was with the Colgan Flight 3407 families, and today, I am proud to announce that with their help, the FAA has now added improved pilot training to its many other efforts to strengthen aviation safety.”

The final rule stems in part from the tragic crash of Colgan Air 3407 in February 2009, and addresses a Congressional mandate in the Airline Safety and Federal Aviation Administration Extension Act of 2010 to ensure enhanced pilot training. Today’s rule is one of several rulemakings required by the Act, including the requirements to prevent pilot fatigue that were finalized in December 2011, and the increased qualification requirements for first officers who fly U.S. passenger and cargo planes that were issued in July 2013.

The final rule requires:

ground and flight training that enables pilots to prevent and recover from aircraft stalls and upsets. These new training standards will impact future simulator standards as well;
air carriers to use data to track remedial training for pilots with performance deficiencies, such as failing a proficiency check or unsatisfactory performance during flight training;
training for more effective pilot monitoring;
enhanced runway safety procedures; and
expanded crosswind training, including training for wind gusts.

“This pivotal rule will give our nation’s pilots the most advanced training available,” said FAA Administrator Michael Huerta. “While the rule marks a major step toward addressing the greatest known risk areas in pilot training, I’m also calling on the commercial aviation industry to continue to move forward with voluntary initiatives to make air carrier training programs as robust as possible.”

The FAA is focusing on pilot training for events that, although rare, are often catastrophic. Focusing on these events will provide the greatest safety benefit to the flying public. The recent rule to boost pilot qualifications for first officers has raised the baseline knowledge and skill set of pilots entering air carrier operations. Many air carriers have also voluntarily begun developing safety management systems (SMS), which will help air carriers identify and mitigate risks unique to their own operating environments.

The FAA proposed to revise the training rules for pilots in 2009, one month prior to the Colgan Flight 3407 accident. The FAA issued a supplemental proposal on May 20, 2011, to address many of the NTSB’s recommendations resulting from the accident, and incorporate congressional mandates for stick pusher, stall recovery and remedial training. A stick pusher is a safety system that applies downward elevator pressure to prevent an airplane from exceeding a predetermined angle of attack in order to avoid, identify, or assist in the recovery of a stall.

On Aug. 6, 2012, the FAA issued Advisory Circular (AC) Stall and Stick Pusher Training to provide best practices and guidance for training, testing, and checking for pilots to ensure correct and consistent responses to unexpected stall events and stick pusher activations. A copy of the AC is available at online.

Air carriers will have five years to comply with the rule’s new pilot training provisions, which will allow time for the necessary software updates to be made in flight simulation technology. The cost of the rule to the aviation industry is estimated to be $274.1 to $353.7 million. The estimated benefit is nearly double the cost at $689.2 million.

The FAA relaxes its rules on electronic devices below 10,000 feet, JetBlue files to be the first airline

The Federal Aviation Administration (FAA) (Washington) today (October 31) relaxed its rules (finally) on the passenger use of electronic devices below 10,000 feet. The decision to use these devices will still be left to the individual airlines and their ability to prove the use can be safely operated. The FAA will no longer prohibit electronic devices such as e-readers and games. Cell phone usage will still be prohibited during the entire flight.

The change reflects the recommendations of a 28-member panel that reported on September 30.

The FAA issued this statement:

The U.S. Department of Transportation’s Federal Aviation Administration (FAA) Administrator Michael Huerta today announced that the FAA has determined that airlines can safely expand passenger use of Portable Electronic Devices (PEDs) during all phases of flight, and is immediately providing the airlines with implementation guidance.

Due to differences among fleets and operations, the implementation will vary among airlines, but the agency expects many carriers will prove to the FAA that their planes allow passengers to safely use their devices in airplane mode, gate-to-gate, by the end of the year.

The FAA based its decision on input from a group of experts that included representatives from the airlines, aviation manufacturers, passengers, pilots, flight attendants, and the mobile technology industry.

Passengers will eventually be able to read e-books, play games, and watch videos on their devices during all phases of flight, with very limited exceptions. Electronic items, books and magazines, must be held or put in the seat back pocket during the actual takeoff and landing roll. Cell phones should be in airplane mode or with cellular service disabled – i.e., no signal bars displayed—and cannot be used for voice communications based on FCC regulations that prohibit any airborne calls using cell phones. If your air carrier provides Wi-Fi service during flight, you may use those services. You can also continue to use short-range Bluetooth accessories, like wireless keyboards.

“We believe today’s decision honors both our commitment to safety and consumer’s increasing desire to use their electronic devices during all phases of their flights,” said Transportation Secretary Anthony Foxx. “These guidelines reflect input from passengers, pilots, manufacturers, and flight attendants, and I look forward to seeing airlines implement these much anticipated guidelines in the near future.”

“I commend the dedication and excellent work of all the experts who spent the past year working together to give us a solid report so we can now move forward with a safety-based decision on when passengers can use PEDs on airplanes,” said FAA Administrator Michael Huerta.

The PED Aviation Rulemaking Committee (ARC) concluded most commercial airplanes can tolerate radio interference signals from PEDs. In a recent report, they recommended that the FAA provide airlines with new procedures to assess if their airplanes can tolerate radio interference from PEDs. Once an airline verifies the tolerance of its fleet, it can allow passengers to use handheld, lightweight electronic devices – such as tablets, e-readers, and smartphones—at all altitudes. In rare instances of low-visibility, the crew will instruct passengers to turn off their devices during landing. The group also recommended that heavier devices should be safely stowed under seats or in overhead bins during takeoff and landing.

The FAA is streamlining the approval of expanded PED use by giving airlines updated, clearguidance. This FAA tool will help airlines assess the risks of potential PED-induced avionics problems for their airplanes and specific operations. Airlines will evaluate avionics as well as changes to stowage rules and passenger announcements. Each airline will also need to revise manuals, checklists for crewmember training materials, carry-on baggage programs and passenger briefings before expanding use of PEDs. Each airline will determine how and when they will allow passengers broader use of PEDs.

The FAA did not consider changing the regulations regarding the use of cell phones for voice communications during flight because the issue is under the jurisdiction of the Federal Communications Commission (FCC). The ARC did recommend that the FAA consult with the Federal Communications Commission (FCC) to review its current rules. Cell phones differ from most PEDs in that they are designed to send out signals strong enough to be received at great distances

Top Things Passengers Should Know about Expanded Use of PEDs on Airplanes:

1. Make safety your first priority.

2. Changes to PED policies will not happen immediately and will vary by airline. Check with your airline to see if and when you can use your PED.

3. Current PED policies remain in effect until an airline completes a safety assessment, gets FAA approval, and changes its PED policy.

4. Cell phones may not be used for voice communications.

5. Devices must be used in airplane mode or with the cellular connection disabled. You may use the WiFi connection on your device if the plane has an installed WiFi system and the airline allows its use. You can also continue to use short-range Bluetooth accessories, like wireless keyboards.

6. Properly stow heavier devices under seats or in the overhead bins during takeoff and landing. These items could impede evacuation of an aircraft or may injure you or someone else in the event of turbulence or an accident.

7. During the safety briefing, put down electronic devices, books and newspapers and listen to the crewmember’s instructions.

8. It only takes a few minutes to secure items according to the crew’s instructions during takeoff and landing.

9. In some instances of low visibility – about one percent of flights – some landing systems may not be proved PED tolerant, so you may be asked to turn off your device.

10. Always follow crew instructions and immediately turn off your device if asked.

Current FAA regulations require an aircraft operator to determine that radio frequency interference from PEDs is not a flight safety risk before the operator authorizes them for use during certain phases of flight. Even PEDs that do not intentionally transmit signals can emit unintentional radio energy. This energy may affect aircraft safety because the signals can occur at the same frequencies used by the plane’s highly sensitive communications, navigation, flight control and electronic equipment. An airline must show it can prevent potential interference that could pose a safety hazard. The PED ARC report helps the FAA to guide airlines through determining that they can safely allow widespread use of PEDs.

The PED ARC began work in January, at the request of Administrator Huerta, to determine if it is safe to allow more widespread use of electronic devices in today’s aircraft. The group also reviewed the public’s comments in response to an August 2012 FAA notice on current policy, guidance, and procedures that aircraft operators use when determining if passengers can use PEDs. The group did not consider the use of electronic devices for voice communications. A fact sheet on the report is available at http://www.faa.gov/news/fact_sheets/

The FAA is immediately giving airlines a clear path to safely expand PED use by passengers, and the Administrator will evaluate the rest of the ARC’s longer-term recommendations and respond at a later date.

A Portable Electronic Device is any piece of lightweight, electrically-powered equipment. These devices are typically consumer electronic devices capable of communications, data processing and/or utility. Examples range from handheld, lightweight electronic devices such as tablets, e-readers, and smartphones to small devices such as MP3 players and electronic toys.

Meanwhile has just issued this statement:

JetBlue Airways (Nasdaq: JBLU) today announced that it has begun the process with the Federal Aviation Administration (FAA) in order to become the first airline to allow customers to use personal electronic devices during all phases of flight. The FAA endorsed the findings of a cross-industry panel of experts that recommended a certification path for airlines that maintains safety.

Currently, customers must turn off and stow all electronic devices during taxi, takeoff, landing and when the aircraft is below 10,000 feet. The new policy will allow JetBlue customers to use smart phones, tablets, games and other smaller electronic devices at any time during taxi, takeoff and during flight, unless otherwise instructed by a crewmember.

“The rules have caught up with today’s technology,” said Robin Hayes, JetBlue chief commercial officer. “This new policy vastly improves our customers’ experience, and giving everyone a chance to be more connected is good for business. We intend to be the first commercial airline in the United States to allow gate-to-gate use of personal electronics devices. To support that goal, we began the certification process with the FAA today.”

JetBlue A320 Captain Charles (Chuck) Cook, manager fleet programs and technology, led a subcommittee of the FAA’s Personal Electronic Devices Aviation Rulemaking Committee (PED ARC), which issued recommendations to the FAA to allow more liberal electronics use while maintaining flight safety.

“This is a landmark report that has been thoroughly discussed by experts from all of the appropriate areas of the industry,” Captain Cook said. “Ultimately, we want our crewmembers to focus on safety and customer service, and not to have a role in determining which devices should or should not be used. We believe the recommendations we put forth meet these goals.”

“Safety is always the first priority,” Mr. Hayes added. “We applaud the FAA in chartering the PED committee and bringing the experts together to determine the best way to allow the expansion of PED use without compromising safety.”

Once approved by the FAA, JetBlue will begin allowing gate-to-gate personal electronics use. Airline customers are reminded to pay attention to inflight crewmember instructions at all times, including what should be stowed and what is safe to use during different phases of flight.

FedEx Pilots’ Union: Report on UPS Boeing 747 crash highlights the need for new regulations on the carriage of Lithium Batteries

The FedEx Express Pilots Union (FedEx Express) (Memphis) has issued this statement reference the release of the Accident Report on the UPS Airlines (Atlanta and Louisville) Boeing 747-400F freighter crash at Dubai (please see our previous report). At the heart of the issue, are lithium batteries safe on any airplane?:

On September 3, 2010, our industry lost two fellow aviators when UPS Flight 6 crashed near Dubai, United Arab Emirates (UAE). The UAE General Civil Aviation Authority (GCAA) released its final report concerning the investigation into this fatal crash. The GCAA, while not pinpointing the origin of the fateful blaze, determined that the ensuing fire was promulgated by lithium batteries and found that smoke-detection equipment took too long to alert the crew.

The report provides recommendations specific to air cargo fire safety. The FedEx Master Executive Council (MEC) joins Air Line Pilots Association (ALPA), Int’l in praising the GCAA for its thorough report. The report makes unmistakably clear the dangers of carrying large quantities of lithium batteries. “As cargo pilots, we are fully aware of the potential dangers associated with the carriage of lithium batteries,” said MEC chairman Captain Scott Stratton. “These pilots’ lives were tragically cut short as they valiantly tried to bring their crippled aircraft back to the ground. Through their actions, they were able to prevent a much larger disaster from occurring. We owe it to them as well as to all of those who fly this nation’s commerce every day, to ensure that regulatory directives are harmonized across the globe and robust enough to preclude future events such as this.”

The GCAA recommended that the Federal Aviation Administration (FAA) and its European counterpart develop better firefighting standards and equipment for cargo planes, with visual warnings about where a fire is located. The FedEx MEC strongly believes that the United States must take a leadership role in protecting aircraft against the possibility of catastrophic fires caused by lithium batteries. The improvement in regulations covering the transportation of large quantities of lithium batteries must proceed immediately in order to begin to eliminate this deadly hazard. “Now is the time for the U.S. government to act to ensure the safety of our skies,” said FedEx Legislative Affairs chairman Captain Fred Eissler. “We will continue to work with our government leaders, dangerous goods regulatory authorities, and our fellow airline pilots to address the safety issues and concerns found in the GCAA report.”

“The FedEx pilots are committed to working with industry and government leaders to minimize the risks associated with the carriage of dangerous goods,” continued Captain Stratton. “The GCAA’s report adds to the building body of evidence that clearly shows much more effort is needed to facilitate negating the risks associated with the carriage of lithium batteries.”

Copyright Photo: Duncan Kirk/AirlinersGallery.com. The first Boeing 767-300F for FedEx Express is being prepared for its first flight at Paine Field near Everett, WA. 767-3S2F N101FE (msn 42706) taxied to the runway yesterday afternoon.

FedEx Express:

ALPA applauds the new FAA standards for First Officers

The Air Line Pilots Association, Int’l (ALPA) has hailed the announcement by the U.S. Federal Aviation Administration (FAA) that the agency is increasing the minimum qualification requirements for first officers (copilots) who fly for U.S. passenger and cargo airlines. The new regulations, which go into effect on August 1, reflect ALPA’s efforts on several fronts and incorporate several ALPA recommendations.

In addressing ALPA members about the significance of the new rule, the Association’s president, Capt. Lee Moak, noted, “ALPA was instrumental in helping to develop these regulations through its participation on the related FAA-industry Aviation Rulemaking Committee, by working with the FAA and airline industry stakeholders, and by submitting extensive comments on the proposed rule.

Directed by Congress, the Airline Safety and FAA Extension Act of 2010 called for increased minimum requirements for airline first officers. The new rule mandates that airline first officers hold an air transport pilot (ATP) certificate or the new “restricted ATP.”

An ATP certificate requires, among many other qualifications, that the pilot be at least 23 years old and have logged at least 1,500 hours of flight time.

The “restricted ATP” will require pilots to be at least 21 years old with

750 flight hours if they are military-trained and qualified,
1,000 flight hours if trained in a four-year college or university-accredited aviation training program leading to a bachelor’s degree, or
1,250 flight hours if trained in a two-year college aviation program leading to an associate’s degree.

Pilots who obtain their certificates and ratings via non-structured general aviation flight training can qualify for the restricted ATP at age 21 with 1,500 hours of flight time.

The new rule also requires, per ALPA’s recommendation, that first officers be “type rated” in the aircraft they fly in airline service—i.e., receive special training and testing on operation of that specific aircraft type.

To upgrade to captain, an airline copilot will have to log at least 1,000 hours of flight time as an airline copilot, as pilot in command (PIC) in certain small and charter airline or commercial general aviation operations, or any combination of these situations. The flight experience does not have to be obtained at the pilot’s current airline.

Military PIC time (as much as 500 hours) in a multi-engine, turbine-powered, fixed-wing airplane in an operation requiring more than one pilot may also be credited towards the 1,000 hours.

At ALPA’s urging, the FAA has not changed the type of medical certification required for airline first officers—they will still be required to hold a second class FAA airman medical certificate.

Founded in 1931, ALPA is the world’s largest pilot union, representing more than 50,000 pilots at 33 airlines in the United States and Canada.