The Transportation Safety Board (TSB) of Canada said this week that multiple factors were responsible for the altitude deviation of one of its Boeing 767s in January 2011. On a flight between Toronto and Zurich, 14 unbelted passengers and two flight attendants were injured during the incident, which occurred approximately four hours into the overnight flight.
AINsafety » April 23, 2012
“Five years ago we passed the point where automation was there to back up pilots,” said Flight Safety Foundation CEO Bill Voss at last week’s Flight Safety Foundation Corporate Aviation Safety Seminar in San Antonio.
Despite news reports last week to the contrary, the State of Hawaii is not stuck with a useless remote-controlled drone, at least according to its builder, Paul Schultz, CEO of Hawaii-based Hawaiya Technologies.
It took a pilot to make one of the first moves in Congress to create one level of safety as part of a 2011 proposal to upgrade Part 121 crew-rest requirements.
The FAA is seeking comments on its proposal to upgrade Part 121 pilot certification experience requirements. The new standards would require airline first officers to hold an ATP certificate with a type rating, and airline captain applicants to have at least 1,000 hours of flight time in air carrier operations.
Flight risk assessment tools (FRATs) could help alleviate a common human-factors conundrum.
Former JetBlue captain Clayton Osbon, who’s still sitting in a Texas jail, has decided to plead not guilty by reason of insanity to charges of interfering with other flight crewmembers, according to a court motion filed by his attorney last week. Osbon’s first officer locked him out of the cockpit of his Airbus A320 on March 27, after the captain’s actions had caused the first officer to fear for the safety of the flight.
The Australian Transport Safety Bureau said the the failure of a Rolls-Royce RB211 engine on a Qantas Boeing 747-400, which occurred during climbout from San Francisco International Airport on Aug. 30, 2010, was caused by a fatigue fracture of a single-stage, low-pressure turbine blade.
The FAA’s recent reinterpretation of crew rest guidance sparked a vigorous discussion at the Flight Safety Foundation Corporate Aviation Safety Seminar in San Antonio last week.
Most aviators probably can’t imagine the need for a regulation warning about texting while flying. After all, sterile-cockpit rules restrict unnecessary chatter for professional flight crews below 10,000 feet. But who would have thought that a captain might be so busy with his cell phone on final approach that he’d miss the landing-gear call?
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