At a time when aviation has achieved an extraordinarily high level of safety, regulators and safety organizations are pushing for more improvements in pilot training to preempt future accidents and ensure that new pilots entering the ranks start off with the right approach. One of the key areas receiving extensive examination is stall training, both in the early stages of ab initio training and how it is taught later to pilots who are flying sophisticated high-performance jets.
Colgan Air Flight
The Australian Transport Safety Bureau has found the two pilots of a QantasLink Bombardier Dash 8-300 to be primarily responsible for an unstabilized approach that activated the twin turboprop’s stick shaker on final approach to Runway 16 Left at Sydney Airport [YSSY] in New South Wales in March 2011. The Bureau said both pilots got behind the required checklist duties for configuring the aircraft before commencing the approach.
Scott Foose, the Regional Airline Association’s (RAA) senior vice president of operations and safety, who chaired the Flight Officer Qualification (FOQ) Aviation Rulemaking Committee in the wake of the 2009 Colgan 3407 crash in Buffalo, told AIN the RAA agrees with almost everything in the current
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 proposed levying a civil penalty of $153,000 on Colgan Air last month for allegedly operating 17 flights without giving pilots or flight attendants the required minimum amount of rest.
The world breathed a sigh of relief as 2011 came to a close; aviation had experienced two remarkably safe years, following 2009, during which two extraordinary airline accidents focused the public’s attention on what appear to be serious lapses in fundamental airmanship.
Nearly three years after the crash of Colgan Air Flight 3407 near Buffalo cast a spotlight on the working conditions of regional airline pilots in particular, the FAA has issued a new, stricter rule on pilot flight duty and rest requirements for passenger carriers operating under Part 121.
Yesterday the FAA announced a final rule on pilot flight duty and rest requirements, a stricter regulation stemming from the Feb. 12, 2009 crash of Colgan Air Flight 3407 near Buffalo. The rule amends existing work conditions for flight crew operating under Part 121 but exempts all-cargo carriers.
On Wednesday the FAA announced a final rule on pilot flight duty and rest requirements, a stricter regulation stemming from the Feb. 12, 2009 crash of Colgan Air Flight 3407 near Buffalo. The rule amends existing work conditions for flight crew operating under Part 121, but exempts cargo carriers.
A small uproar in pilot forums and AOPA “safety” blogs greeted the criticism by some former FAA and NTSB experts of the American and United pilots’ decisions to land at DCA when the sole air traffic con