Monday, January 4, 2010
November 3, 2009
ALPA Adopts Landmark Pilot Fatigue Policy
WASHINGTON – The Air Line Pilots Association, Int’l (ALPA), has adopted a leading-edge flight-time/duty-time and rest policy that is anchored to the Association’s “Schedule with Safety” motto and tailored to take into account the latest science on how pilots deal with fatigue and maintain maximum alertness.
“This new policy, which reflects ALPA’s seven-decade commitment to safety, is the culmination of a dedicated three-year effort focused on developing a truly modern, science-based position,” said Capt. John Prater, ALPA’s president. “With the FAA’s commitment to issue a new proposed flight- and duty-time rule by the end of the year, ALPA seized the opportunity to improve the safety and quality of work life for airline pilots by forging the strongest policy possible.”
In 2007, ALPA created a Blue Ribbon Panel on Pilot Fatigue to review the science and recommend actions for the union to pursue in taking on this extremely important issue. In addition, the Association has testified before Congress on numerous occasions as part of its efforts to draw attention to the need for urgent action.
ALPA’s Executive Board unanimously approved the new flight-time/duty-time limits and minimum rest requirements policy on October 28 after thorough deliberation by pilots from regional, national, flag, and cargo airlines. The policy sets very specific goals for both the flight- and duty-time regulatory reform (which is already under way in the United States and likely to follow in Canada) and for negotiating rules on scheduling in future pilot contracts.
ALPA’s policy takes on pilot fatigue in seven major areas: rest, duty, extension of duty, cumulative fatigue, augmentation, reserve, and fatigue risk management systems (FRMS). Among other approaches, the policy uses the time of day when a pilot reports for flight duty to determine the appropriate flight-duty period length.
For example, a 13-hour flight-duty period that includes a 9-hour flight-time limit would comply with ALPA’s new policy for pilots who report for work between 7:00 a.m. and 12:59 p.m. and will fly one to four legs during that duty period. On the other hand, ALPA’s new policy would set a maximum flight-duty period of 9 hours with a limit of 7 hours of flight time for pilots who report to work between 12:00 midnight and 3:59 a.m., because the duty period runs contrary to natural circadian rhythms.
“We have a scientific bibliography for every part of ALPA’s fatigue policy,” said Capt. Don Wykoff, ALPA’s Flight Time/Duty Time Committee chairman. “This policy also harmonizes ALPA’s position with that of the International Federation of Air Line Pilots’ Associations (IFALPA) and the International Civil Aviation Organization—two of the most important aviation safety organizations in the world.”
“We won’t know what is in the FAA’s proposed rule until it is published,” cautioned Prater. “But if the FAA considers ALPA’s new policy, and those of the other international aviation safety organizations, the result should be a regulation that sets the pace for progress in combating pilot fatigue around the globe.”Founded in 1931, ALPA is the world’s largest pilots union, representing nearly 53,500 pilots at 36 airlines in the United States and Canada
Adam Dylan Leon, 31, admitted that on April 6, he used his student key card to steal a fully fueled, four-seat Cessna 172 from the Thunder Bay, Ontario, flight school he attended.
U.S. District Judge Charles Shaw gave Leon a longer sentence than outlined in federal guidelines which was 12 to 18 months.
"Under the guidelines, this is treated like a stolen car," Shaw said. "This is very serious. I think this is an extraordinary situation in terms of cost and the hours involved. And it posed a significant disruption to government."
A U.S. Customs and Border Protection plane and two Wisconsin Air National Guard F-16 fighters gave chase after Leon flew over Lake Superior and crossed the U.S. Border.
Ignoring radio calls, plane-to-plane hand gestures and warning flares, Leon had wandered south in a 7 1/2 hour pursuit that triggered the evacuation of the Wisconsin Capitol in Madison and prompted alerts in a half-dozen Midwestern cities, including St. Louis.
Leon's attorney, Lucille Liggett said her client suffered from severe depression after his parents were killed in a car crash in Turkey in 2002. Soon after, Leon migrated to Canada to live with a cousin. Two days before the incident, his girlfriend called a suicide hotline and took Leon to the emergency room.
Depression medication had not yet taken hold when he decided to hijack the plane, Liggett said.
"He didn't have any malicious intent," Liggett said. "He was hoping he would die in a plane crash."
Assistant U.S. Attorney John Sauer said the overwhelming cost of the response warranted a tougher sentence. Documents show that the pursuit costs the government roughly $230,000.
A lenient sentence would also embolden those who wish to harm the United States, he said.
"Mr. Leon posed a threat to our national security," Sauer said. "We know now that he is not a terrorist, but other potential offenders may think they can get away with this too."
Leon passed west of St. Louis at about 14,000 feet, and commercial flights heading to Lambert-St. Louis International Airport were warned to avoid him.
As the plane's fuel gauge got low, Leon set down on a rural road near Ellsinore, Mo., about 120 miles southwest of St. Louis.
"I looked for an airport, but I couldn't see any. So I landed on a rural highway," Leon told the court.
Leon stashed the plane under an overpass and caught a ride to a nearby store to get a drink. That's where the Missouri Highway Patrol caught up with him.
"I regret what I have done," Leon said. "I wanted to end my life, but God gave me a second chance."
(c) 2009, St. Louis Post-Dispatch.
Visit the Post-Dispatch on the World Wide Web at http://www.stltoday.com
Distributed by McClatchy-Tribune Information Services.
Evelyn Bryan Johnson turned 100 years old on November 4, 2009 and still serves as the Manager of Morristown, Tennessee's Moore-Murrell Airport. Congratulations!
2010: Orlando, Florida, from April 7-10, at the Gaylord Palms
2011: Reno, Nevada, from March 22-25, at the Grand Sierra Resort
2012: Washington, D.C., from April 3-6, at the Gaylord National
2013: Las Vegas, Nevada, from March 25-28, at the MGM Grand
2014: Nashville, Tennessee, from March 12-15, at the Gaylord Opryland
2015: Dallas, Texas, from April 8-11, at Gaylord Texan
2016: Orlando, Florida, from April 27-30, at the Gaylord Palms
For more information: http://www.aea.net/Convention/FL2010/default.asp
HIGHLIGHTS- NAVPad 10X Electronic Flight Bag Specifications
Windows® Windows XP Tablet PC with operating system. XP Embedded, Windows CE, and Linux Optional
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DO-160F Rapid Decompression tested for full FAA Class I/I EFB compliance
2 GB of RAM, optional 1GB models
High Speed, industrial-grade Solid State Disk (SSD) Storage, 32Gb or 64GB capacity
802.11 WLAN adapter and Bluetooth standard. Optional no RF models for military and special mission applications.
Two USB 2.0 ports and proprietary edge connector for external power, USB, ethernet and VGA
Full 16-bit audio with stereo; headset jack; built-in stereo speakers and microphone
Standard life and extended life internal batteries; Hot Swap external batteries (mat be changed while EFB is running)
Quiet and reliable fan-less operation, low heat generation
7 Programmable buttons and multiple hard buttons
Protective Rubber Bumpers for enhanced handling and ruggedness (removable)
Optional Desktop Cradle for charging & USB keyboard and mouse
Optional, mountable cradles for aircraft, wall, desktop, and vehicle deployments
Dimensions - 8.3 x 10.3 x 0.8in; 210 x 261 x 18mm
Weight - 2.05 lbs (0.93 kg)
Price: Starts at $3,660
8.4” Hi-Brite outdoor TFT LCD with Touchscreen
Intel ATOM 1.6GHz Low Power CPU
Solid State Disk (SSD)
Industrial Grade 32GB;
64GB optional upgrade
2GB optional upgrade
Software Operating Systems
Windows XP Tablet
Pass-through for Power and USB for Keyboard and Mouse
Adds drop protection
Output: 12VDC, 3.5A
USA, EU, UK
Lithium-Ion; Internal14W or 28W,
External (26W, 0.5lb), and
Tethered (72W, 1lb)
WiFi 802.11g Wireless standard
Ethernet via optional USB cable
Input & Control Buttons
Seven (7) Front buttons;
One Power (left edge);
One “Trigger” (right edge)
12V DC-in Jack;
Microphone-In; Headset Jack; USB (1.1) Port
(H x W x D)
7.9 x 9.6 x 0.8 (in)
200 x 240 x 18 (mm)
1.9 lbs (0.86 kg)
FCC Class B, CE, UL
0° – 40°C
0% – 90%
PRICE: Starts at $3,280
-A Flight Guide eBook annual membership is $35 per region, $89 for all three regions. Flight Guide manual subscribers pay only $19 per region.
-An IFR Pilot Plates eBook annual membership is $79 per region, $199 for all three regions.
Terry Fowler, co-chairman of Sun 'n Fun Radio at the annual Sun 'n Fun Fly-In each spring at Lakeland Linder Regional Airport in Florida. He died on October 24, 2009 from leukemia at the age of 50.
June Maule, former company owner of Maule Air and she died on October 29, 2009 at age 92 of an illness.
June and B.D. Maule's son, Gary Maule died on October 29, 2009 the same day June Maule died on. Gary Maule died at age 57 from leukemia.
AD Notice of Proposed Rulemaking
[Federal Register: October 30, 2009 (Volume 74, Number 209)]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2009-1015; Directorate Identifier 2009-CE-039-AD]
Airworthiness Directives; Piper Aircraft, Inc. PA-28, PA-32, PA- 34 and PA-44 Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of Transportation (DOT).
ACTION: Notice of proposed rulemaking (NPRM).
SUMMARY: We propose to adopt a new airworthiness directive (AD) for certain Piper Aircraft, Inc. (Piper) PA-28, PA-32, PA-34 and PA-44 series airplanes. This proposed AD would require an inspection of the control wheel shaft for both the pilot and copilot sides and, if necessary, replacement of the control wheel shaft. This proposed AD results from two field reports of incorrectly assembled control wheel shafts. We are proposing this AD to detect and correct any incorrectly assembled control wheel shafts. This condition, if left uncorrected, could lead to separation of the control wheel shaft, resulting in loss of pitch and roll control.
DATES: We must receive comments on this proposed AD by December 29, 2009.
ADDRESSES: Use one of the following addresses to comment on this proposed AD:
- Federal eRulemaking Portal: Go to http:// www.regulations.gov. Follow the instructions for submitting comments.
- Fax: (202) 493-2251.
- Mail: U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC 20590.
- Hand Delivery: U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Hector Hernandez, Aerospace Engineer, Atlanta Aircraft Certification Office (ACO), 1701 Columbia Avenue, College Park, GA 30337; telephone: (404) 474-5587; fax: (404) 474-5606.
We invite you to send any written relevant data, views, or arguments regarding this proposed AD. Send your comments to an address listed under the ADDRESSES section. Include the docket number, "FAA- 2009-1015; Directorate Identifier 2009-CE-039-AD'' at the beginning of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of the proposed AD. We will consider all comments received by the closing date and may amend the proposed AD in light 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 concerning this proposed AD.
We have received two reports of control wheel shafts that have been incorrectly assembled at Piper. The first incident concerned the loss of the control wheel on a Piper Model PA-34-220T airplane, where the right-hand control wheel shaft and universal joint separated due to a misdrilled hole for the threaded taper pin. The second report was of a ground inspection on a Piper PA-34-220T airplane that revealed a similar situation between the control wheel shaft and the universal joint in the left-hand side. Investigation following these reports revealed that the control wheel shafts had been incorrectly assembled at Piper and holes were misdrilled even though they may visually appear acceptable. The hole in the shaft may be too close to the end of the shaft, causing a significant reduction in joint strength. Since discovery of this problem, Piper has added a step to the manufacturing process and also introduced a fixture to ensure proper assembly of the control wheel shaft/universal joint.
This condition, if not corrected, could result in separation of the control wheel shaft, resulting in loss of pitch and roll control.
Relevant Service Information
We have reviewed Piper Aircraft, Inc. Service Bulletin No. 1197A, dated September 1, 2009.
The service information describes procedures for:
- Inspection on both the pilot and copilot control wheel columns; and
- If necessary, replacement of the control wheel shaft and the universal joint.
We are proposing this AD because we evaluated all information and determined the unsafe condition described previously is likely to exist or develop on other products of the same type design. This proposed AD would require a mandatory inspection of the control wheel shaft for both the pilot and copilot sides. This proposed AD results from two field reports of incorrectly assembled control wheel shafts. We are proposing this AD to detect and correct any incorrectly assembled control wheel shafts. This condition, if left uncorrected, could lead to separation of the control wheel shaft, resulting in loss of pitch and roll control.
Costs of Compliance
We estimate that this proposed AD would affect 41,928 airplanes in the U.S. registry.
We estimate the following costs to do the proposed inspection:
|Labor cost||Parts cost||Total cost per airplane||Total cost on U.S. operators|
|0.5 work-hour × $80 per hour = $40||Not applicable||$40||$1,677,120|
We estimate the following costs to do any necessary replacements that would be required based on the results of the proposed inspection. We have no way of determining the number of airplanes that may need this repair/replacement:
|Total cost per airplane|
|16 work-hours × $80 per hour = $1,280|
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to issue rules on aviation safety. Subtitle I, Section 106, describes the authority of the FAA Administrator. Subtitle VII, Aviation Programs, describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in Subtitle VII, Part A, Subpart III, Section 44701, "General requirements.'' Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action.
We have determined that this proposed AD would not have federalism implications under Executive Order 13132. This proposed AD would not have a substantial direct effect on the States, on the relationship between the national Government and the States, or on the distribution of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify that the proposed regulation:
1. Is not a "significant regulatory action'' under Executive Order 12866;
2. Is not a "significant rule'' under the DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); and
3. Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to comply with this proposed AD and placed it in the AD docket.
Examining the AD Docket
You may examine the AD docket that contains the proposed AD, the regulatory evaluation, any comments received, and other information on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The Docket Office (telephone (800) 647-5527) is located at the street address stated in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. The FAA amends Sec. 39.13 by adding the following new AD:
Piper Aircraft, Inc.: Docket No. FAA-2009-1015; Directorate Identifier 2009-CE-039-AD.
Comments Due Date
(a) We must receive comments on this airworthiness directive (AD) action by December 29, 2009.
(c) This AD applies to the following airplane models and serial numbers that are certificated in any category:
|PA–28–140||28–20001 through 28–26946 and 28–7125001 through 28–7725290.|
|PA–28–150||28–03; 28–1 through 28–4377; and 28–1760A.|
|PA–28–160||28–03; 28–1 through 28–4377; and 28–1760A.|
|PA–28–180||28–03; 28–671 through 28–5859; and 28–7105001 through 28–7205318.|
|PA–28S–160||28–1 through 28–1760 and 28–1760A.|
|PA–28S–180||28–671 through 28–5859 and 28–7105001 through 28–7105234.|
|PA–28–235||28–10001 through 28–11378; 28–7110001 through 28–7210023; 28E–11 and 28–7310001 through 28–7710089.|
|PA–28–236||28–7911001 through 28–8611008 and 2811001 through 2811050.|
|PA–28–151||28–7415001 through 28–7715314.|
|PA–28–161||2841001 through 2841365; 28–7716001 through 28–8216300; 28–8316001 through 28–8616057; 2816001 through 2816109; 2816110 through 2816119; and 2842001 through 2842305.|
|PA–28–180||28–E13 and 28–7305001 through 28–7505260.|
|PA–28–181||28–7690001 through 28–8690056; 28–8690061; 28–8690062; 2890001 through 2890205; 2890206 through 2890231; and 2843001 through 2843672.|
|PA–28–201T||28–7921001 through 28–7921095.|
|PA–28R–180||28R–30002 through 28R–31270 and 28R–7130001 through 28R–7130013.|
|PA–28R–200||28R–35001 through 28R–35820; 28R–7135001 through 28R–7135229; and 28R–7235001 through 28R–7635545.|
|PA–28R–201||28R–7737002 through 28R–7837317; 2837001 through 2837061; and 2844001 through 2844138.|
|PA–28R–201T||28R–7703001 through 28R–7803374 and 2803001 through 2803012.|
|PA–28RT–201||28R–7918001 through 28R–7918267 and 28R–8018001 through 28R–8218026.|
|PA–28RT–201T||28R–7931001 through 28R–8631005 and 2831001 through 2831038.|
|PA–32–260||32–03; 32–04; 32–1 through 32–1297; and 32–7100001 through 32–7800008.|
|PA–32–300||32–15; 32–21; 32–40000 through 32–40974; and 32–7140001 through 32–7940290.|
|PA–32S–300||32S–15; 32S–40000 through 32S–40974; and 32S–7140001 through 32S–7240137.|
|PA–32R–300||32R–7680001 through 32R–7880068.|
|PA–32RT–300||32R–7885002 through 32R–7985106.|
|PA–32RT–300T||32R–7787001 and 32R–7887002 through 32R–7987126.|
|PA–32R–301 (SP)||32R–8013001 through 32R–8613006; 3213001 through 3213028; and 3213030 through 3213041.|
|PA–32R–301 (HP)||3213029; 3213042 through 3213103; 3246001 through 3246217; 3246219; 3246223; 3246218; 3246220 through 3246222; and 3246224 through 3246244.|
|PA–32R–301T||32R–8029001 through 32R–8629008 and 3229001 through 3229003.|
|PA–32–301||32–8006002 through 32–8606023; 3206001 through 3206019; 3206042 through 3206044; 3206047; 3206050 through|
3206055; and 3206060.
|PA–32–301T||32–8024001 through 32–8424002.|
|PA–32R–301T||3257001 through 3257483.|
|PA–32–301FT||3232001 through 3232074.|
|PA–32–301XTC||3255001 through 3255014; 3255026, 3255015 through 3255025; 3255027; and 3255051.|
|PA–34–200||34–E4 and 34–7250001 through 34–7450220.|
|PA–34–200T||34–7570001 through 34–8170092.|
|PA–34–220T||34–8133001 through 34–8633031; 3433001 through 3433172; 3448001 through 3448037; 3448038 through 3448079; 3447001 through 3447029; and 3449001 through 3449377.|
|PA–44–180||44–7995001 through 44–8195026; 4495001 through 4495013; and 4496001 through 4496251.|
|PA–44–180T||44–8107001 through 44–8207020.|
(d) This AD results from two field reports of incorrectly assembled control wheel shafts. We are issuing this AD to detect and correct any incorrectly assembled control wheel shafts. This condition, if left uncorrected, could lead to separation of the control wheel shaft, resulting in loss of pitch and roll control.
(e) To address this problem, you must do the following, unless already done:
|(1) Inspect the pilot and copilot control wheel columns for correct control wheel shaft installation.||Within 100 hours time-in-service (TIS) after the effective date of this AD or within 60 days after the effective date of this AD, whichever occurs first.||Follow Piper Aircraft, Inc. Mandatory Service Bulletin No. 1197A, dated September 1, 2009.|
|(2) If during the inspection required in paragraph (e)(1) of this AD an incorrectly installed control wheel shaft is found, replace the appropriate shaft with a new shaft.||Before further flight after any inspection that finds incorrect installation of the control wheel shaft.||Follow Piper Aircraft, Inc. Mandatory Service Bulletin No. 1197A, dated September 1, 2009.|
|(3) Inspect the universal joint when doing the action required in (e)(2) of this AD, and if any deterioration, excessive wear, or damage is found, replace the universal joint with a new universal joint.||Before further flight after any inspection that finds incorrect installation of the control wheel shaft.||Follow Piper Aircraft, Inc. Mandatory Service Bulletin No. 1197A, dated September 1, 2009.|
Alternative Methods of Compliance (AMOCs)
(f) The Manager, Atlanta Aircraft Certification Office (ACO), FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. Send information to Attn: Hector Hernandez, Aerospace Engineer, Atlanta Aircraft Certification Office (ACO), 1701 Columbia Avenue, College Park, GA 30337; telephone: (404) 474-5587; fax: (404) 474-5606. Before using any approved AMOC on any airplane to which the AMOC applies, notify your appropriate principal inspector (PI) in the FAA Flight Standards District Office (FSDO), or lacking a PI, your local FSDO.
(g) To get copies of the service information referenced in this AD, contact Piper Aircraft, Inc., 2926 Piper Drive, Vero Beach, Florida 32960; telephone: (772) 567-4361; fax: (772) 978-6573; Internet: http://www.newpiper.com/company/publications.asp. To view the AD docket, go to U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC 20590, or on the Internet at http://www.regulations.gov.
Issued in Kansas City, Missouri, on October 23, 2009.
Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E9-26200 Filed 10-29-09; 8:45 am]
BILLING CODE 4910-13-P