The acquisition costs of the three diagnostic systems assessed above vary markedly, but what is the annual cost of ownership to operators? To calculate this, AIN assumed a three-year amortization of the purchase price for the VitalLink and Tempus systems (EMS-Link is leased).
News and information on safety procedures and concerns.
For around $10,000 per year, aircraft operators can now fly with diagnostic equipment that will allow them to relay vital medical data to ground-based emergency support physicians. The application of the equipment on air- craft is too new yet to have generated firm evidence on the extent to which it can save lives, but early indications are that in many cases it will make an important contribution to the effectiveness of in-flight treatment.
As all lawyers know, the letter and the spirit of regulations are two very different things. FAR Part 67 outlines the medical requirements for first-, second- and third-class medicals. The JAA’s JARs (Joint Aviation Requirements) resemble Part 67 in many ways, with the major difference a tighter focus on the specifics of the airman’s physical.
A growing number of aviation medical professionals are questioning pilots’ reliance on their required annual (or, in the case of first-class medicals, six-monthly) medical examinations as their primary source of personal health monitoring.
OK, so we all know that no one ever does anything more than talk about the weather. But the folks at the National Weather Service’s aviation branch are doing their best to make sure that when they do talk about the aviation climate, at least the dialogue is as accurate as possible.
American International Aviation Corp., one of NBAA’s oldest members, celebrated 50 years of operations, all accident free, at a dinner held in the company’s hangar at Teterboro Airport, N.J., on September 18.
Knowing what factors contribute to accidents permits operational changes to be made to reduce future risk, according to the UK Civil Aviation Authority, which is encouraging the use of flight-data monitoring (FDM) to make safety-management systems “more effective than traditional means of audit or inspection.” CAA safety regulator James Lyons said, “Repeatable and independent” FDM analysis allows active monitoring and auditing to improve regul
Jet Aviation has joined a growing number of Part 121 air carriers and Part 135 charter carriers offering more than just automatic external defibrillators (AEDs) as lifesaving equipment aboard their aircraft by signing a contract with Remote Diagnostic Technologies (RDT) to offer the Tempus 2000 aboard the aircraft it manages.
The NTSB has had longstanding concerns about the lack of cockpit voice recorder (CVR) information following reportable accidents or incidents. And although there are requirements about retaining CVR information–FAR 135.151(c) and 121.359(f)–the Safety Board wants the FAA to take stronger action by requiring deactivation of the CVR after an incident or accident and requiring a functional check of the device before each flight of the day.
Amsafe, the Phoenix-based company producing an inflatable seat restraint certified for the CRJ700 and CRJ900 regional jets last year, expects to certify a version for general aviation aircraft by next summer. The Amsafe Aviation Inflatable Restraint (AAIR) resembles a normal three-point seatbelt in size and shape but contains an airbag that deploys away from the body upon sensing a sudden impact. The system is independent of aircraft power.