In their initial joint press release announcing additional airspace control measures in the capital region, the FAA and TSA used a strong analogy to characterize the civilian fleet: ``Terrorists are known to favor targets in the transportation sector and to consider our civil aviation system an arsenal of improvised weapons.'' TSA head James M. Loy went on to say, ``The Washington capital region is home to a number of particularly symbolic targets that must be protected.
In addition to details about the Part 135/125 ARC, the FAA notice highlights issues the committee will review including ``design and manufacture of new aircraft that current regulations do not address adequately, certain large airplanes with modifications to payload capacity and passenger seat configuration operating under Part 91 or 135, new equipment and technologies not adequately addressed in current regulations, and international harmonization, especially with ICAO commercial standards.'' The international operations factor is actually a major driver of the regulator
Given the widespread skepticism expressed recently regarding the news that a human had been successfully cloned, you can imagine how the world received the incredible news in 1903 that two bicycle makers from Ohio had built a heavier-than-air machine that could carry a human operator aloft. Many people considered the Wright brothers' claims of powered, controlled flight dubious, not only because the leading technical minds of the day had been unable to perform such a feat, but also because Orville and Wilbur refused to publicly demonstrate their aircraft.
Time is running out for Stage II aircraft, as an increasing number of airport communities turn thumbs down on excessive airport noise. Maximum noise limits, measured at airport monitors, seldom have any direct correlation to the maximum allowable noise levels specified in FAR Part 36. But many airport authorities make it difficult to operate Stage II aircraft in the daytime and impossible at night.
The FAA issued a Letter to Airmen on Feb. 1, calling attention to special considerations for operating in the vicinity of P-67 near Kennebunkport, Maine. Under a standard TFR, flight operations are prohibited within 10 nm below 18,000 feet when President Bush is in residence. Within 10 and 30 nm aircraft must be on an active flight plan, squawking a discreet code assigned by ATC, and remain in two-way radio contact with ATC. Flights will be authorized for ingress and egress to local airports only. Flight training and practice approaches are prohibited.
MY WIFE, LIN, AND I have often discussed the similarities of our two chosen professions, health care and aviation. She says that doctors and pilots have similar personality traits -- self-reliant, procedurally oriented team players who act on their own decisions, some of which can be life critical. Beyond that, both industries rely on procedures, schedules and the combined effort of a wide variety of professional disciplines in order to complete assignments and missions in a safe and efficient manner.
Ask many CFOs how to figure Depreciation in Line 1 of B/CA's Fanjet 5000 Annual Operating Budget and they'll tell you to write down the aircraft to zero value in six years. That's fine for deferring tax liability, but not so great if you're trying to budget expenses realistically for a business aircraft. It's almost a showstopper if you're charging back all operating costs to individual users within the company. Tax depreciation helps a firm generate investment capital by deferring tax liability to a future date.
Last fall's forecasts by Honeywell, Teal Group and Rolls-Royce predict that the upcoming industry slump, while painful, will bottom at about 1997-1998 unit delivery levels in 2004 with business jet deliveries tilting upward beginning in 2005. Interestingly, the Honeywell forecast seems to accurately reflect the, surprising to many, ongoing growth in very-light-jet deliveries. Also notable, and well documented on these pages, is the manufacturers' anticipation of the slump with proactive capacity adjustments accompanied by cost controls to tide them through.
Learning the electrical system for a new aircraft can be a serious challenge. ``Manufacturers do a very good job of designing fault-tolerant electrical systems,'' notes FAA Inspector Dale Crumb of the Boston FSDO. ``But as a consequence, the systems are also very complex, and most pilots have a difficult time understanding the complexities.'' When learning a new electrical system, start by breaking down the system into the major functional groups. One of the first questions to ask is where the power comes from.
Jeppesen has released the latest version of Federal Aviation Regulations Explained (F.A.R.E.), specifically for the aviation maintenance community. Written by B/CA contributor Kent Jackson and Dennis G. Keith, the book includes FAR Parts 1, 21, 43, 65, 145 and 147, as well as explanations of the regs, cross-references to other FARs to aid understanding, actual case histories, NTSB decisions and FAA Chief Counsel Opinion excerpts. Price: $34.95 Jeppesen 6961 S. Quentin St. Englewood, CO Phone: (303) 328-4597 www.jeppesen.com
Oregon Aero is offering its Universal Pilot SofSeat Cushion System to take away the pain of long, constrained flights. The seat is designed to shift the pilot's hip and pelvis location so the upper body hinge moves from the diaphragm to the middle of the back. This helps keep the body erect without effort. The seat meets or exceeds the fire-blocking requirements of FAR Part 25.853 and is designed to accommodate multiple seat-harness configurations. Price: From $104.50 Oregon Aero 34020 Skyway Dr. Scappoose, OR 97056 Phone: (800) 888-6819 www.oregonaero.com
Sixteen business jet accidents in 2002 included three fatal accidents and eight passenger and crew fatalities. This compares to 22 total accidents of which seven were fatal, involving 29 passenger and crew fatalities in 2001. The three fatal business jet accidents in 2002 were a Bombardier Challenger 604 that crashed on takeoff in the United Kingdom, a Learjet 25C EMS flight that overshot the runway landing in Lexington, Ky., and an IAI 1124 that crashed on approach in VMC.
EternaLight flashlights use a solid-state light-emitting diode (LED) source, which is more durable and has a longer life than a standard flashlight bulb. The eternaLight Model 3 Ergo Marine uses four light sources rated at 50,000 hours of continuous use, as compared with 40 hours from a typical flashlight bulb. In addition, the manufacturer claims the solid-state bulbs, which cast a beam that will illuminate objects over 80 feet away, always produce a ``fresh-battery'' white light, even when your batteries are nearly dead, unlike a typical bulb.
Hooters Air is expected to begin charter service later this year following the recent acquisition of Pace Airlines, which had been a unit of Piedmont Hawthorne, by Bob Brooks, chairman of the Hooters restaurant chain. Brooks announced plans in fall 2002 to launch Hooters Air with the assets of defunct Vanguard Airlines. At the time, Vanguard said Brooks' offer was ``inadequate,'' but Brooks said he would start charter services for the sports industry, initially focusing on flights to Myrtle Beach, S.C., through partnerships with tour operators.
Triumph Group purchased Boeing's fabrication operation in Spokane, Wash., in January. About 335 employees at the plant will now work for Triumph Composite Systems. Built in 1990, the Spokane facility is dedicated to the production of aircraft parts made of composite and thermoplastic materials. Primary products include floor panels, air control system ducts and non-structural composite flight-deck components.
Cessna Aircraft's order book is bulging with almost 500 orders for the new Mustang and CJ3 jets introduced at the NBAA Convention in Orlando in fall 2002. As of the first of this year, the company increased the price for the CJ3, which has 160 bookings, to $5.895 million and raised the initial deposit requirement to $150,000.
Larry Clark, helicopter ENG pilot reporter for KHOU-TV 11 in Houston, looks like he's mastered the aviation equivalent of juggling three or four balls with one hand.
Flybe British European is to increase scheduled regional operations from Southampton Airport, England, in March and build up this hub to match its Birmingham hub operation. More aircraft will be required to operate the extra schedules, and according to sources, Flybe is currently in dialogue with Bombardier to increase its turboprop fleet from four Dash 8 Q400s to 15. Flybe's fleet of four CRJ 200ERs, which are not involved in the company's long-term strategy, are still unsold and their fate is believed to be central to negotiations with the aircraft manufacturers.
The Transportation Security Administration is raising the threshold from 95,000 pounds to 100,300 pounds for aircraft falling under the most restrictive private charter rules. The rule will apply to aircraft with 61 or more passenger seats, even if maximum takeoff weight is less than 100,300 pounds. The TSA also will allow non-TSA screeners in certain circumstances.
As of Jan. 10, Eclipse still hadn't chosen a replacement engine for its 5,500-pound Eclipse 500 twin jet, said Vern Raburn, company founder and chairman. Eclipse deselected the Williams International EJ22 for the aircraft in late November 2002, citing development delays. Raburn, though, said Eclipse hopes to select a replacement engine by this month.
Jerome F. ``Jerry'' Lederer was awarded an honorary doctorate in safety science by Embry-Riddle Aeronautical University on Nov. 22, 2002, at the university's campus in Prescott, Ariz. The award was presented in recognition of Lederer's ``unparalleled achievements in aviation safety,'' the university said.
President Bush signed the Terrorism Risk Insurance Act of 2002 (TRIA) on Nov. 26. As a result, aviation insurance companies are required to offer coverage for losses specifically arising out of acts of terrorism, as defined by the act. In order to comply with the notice and disclosure requirements of this law, all aviation insurance policyholders will receive letters directly from their insurance companies stating the nature and scope of this coverage, along with an opportunity to accept or reject it.
Corporate/executive jet and turboprop operators experienced five accidents, one of which was fatal with five fatalities, in 2002. In 2001, business/executive operators had a total of six accidents, one of which was fatal, resulting in five fatalities. This is an improvement of one accident in 2002 versus 2001, but with the same fatal accident and fatality tally.
