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NATA Safety 1st Flitebag – Issue 13 – 3rd Quarter 2008

Welcome to the 13th issue of the NATA Safety 1st Flitebag, our quarterly online safety newsletter, supporting the NATA Safety 1st Management System (SMS) for Air Operators. This quarterly newsletter will highlight known and emerging trends, environmental and geographical matters, as well as advances in operational efficiency and safety. Subsequent issues include a section with a roundup of real-time incidents and events, along with lessons learned. Flight and ground safety have been enhanced and many accidents prevented because of shared experiences.

CREATING AN EFFECTIVE MANUAL SYSTEM By: Joe P. Brown; MAS, ATP, CFI, CFII, MEI President The Salus Network [email protected]

All of us in 14 CFR Part 135 and Part 91K operating environments are keenly aware of the legal requirement for our employers to supply us with manuals that assist us in the performance of our jobs. We are also equally aware of our legal responsibility to keep our assigned manuals current and with us when performing our duties. Even most 14 CFR Part 91 operators maintain an operation’s manual in the interest of attaining a higher operating standard, not to mention satisfying membership requirements for NBAA and other esteemed associations. However, the quality of individual operating manuals are subject to much debate and in light of the new Air Charter Safety Foundation’s (ACSF) audit program, a new level of scrutiny is about to be placed on those manuals. As such, this article will explore:

• What a manual really is; • What contents a manual should contain; and • The four steps of manual development.

This article is equally applicable to both new entrant and well established operators. What is a Manual? Aside from being a legal requirement, as just mentioned, a manual is really a reference book that provides instructions on how to perform required tasks, namely our jobs. Well constructed manuals are activity centered and explain how to perform our jobs in as

simple a manner possible. Well constructed manuals also provide a written description of an operator’s systems, policies, procedures, and methods of compliance. Each written description should be designed in a manner that incorporates FAA system safety attributes (responsibility, authority, procedures, controls, process measurements, and interfaces) as well as describe how an operator will ensure regulatory compliance. A well functioning manual system is a living document that is revised continuously as the operating environment and nature of the company’s business evolves. Well functioning manuals also help define and reinforce a company’s organizational, professional, and safety culture. From an auditing perspective, it is easy to identify those operators who have effective manual systems and those who do not. Essentially, operators with effective manual systems say what they do and do what they say and their manuals support this philosophy.

Issue 13 3rd Quarter 2008

In This Issue: Creating an Effective Manual System..................................................................... 1 Air Charter Safety Foundation Programs ............................................................. 11 Legislative Update ................................................................................................ 11 Industry News ....................................................................................................... 14 NATA Town Hall Meetings.................................................................................... 18 Continuing Education Opportunities ..................................................................... 18 Information for Operators (InFOs) ....................................................................... 21 Safety Alert for Operators (SAFOs) ..................................................................... 23

NATA Safety 1st Flitebag – Issue 13 – 3rdQuarter 2008

What Contents should be in a Manual? 14 CFR Parts 135 and 91K contain specific regulatory requirements that must be included in an operator’s manual. The FAA provides further guidance by identifying seven air carrier systems and their associated processes as follows: 1. Aircraft Configuration Control Appropriate Operational Equipment

Aircraft Airworthiness

Special Flight Permits

Major Repairs and Alterations Records

Mechanical Reliability Reports Aircraft Listing

Maintenance Program

Inspection Program Maintenance Facility / Main Maintenance Base

Required Inspection Items (RII)

MEL / CDL / Deferred Maintenance

AD Management

Parts / Material Control / SUP Continuing Analysis and Surveillance

General Maintenance Manual

Reliability Program Outsource Organization Control of Calibrated Tools and Test Equipment

Fueling Weight and Balance Deicing Lower Landing Minimums Parts Pooling Parts Borrowing Short Term Escalations Cargo Handling Equipment,

Systems, and Appliances

2. Manuals

Manual Currency Content Consistency Across

Manuals Distribution

Availability Revision and Control

3. Flight Operations Passenger Handling Flight Attendant Duties / Cabin

Procedures Airmen Duties / Flight Deck Procedures

Operational Control Deicing Program Carriage of Cargo Aircraft Performance Operating Limitations

Lower Landing Minimums Computer Based Record Keeping System

Hazardous Materials / Dangerous Goods Program

Dispatch / Flight Release (or equivalent)

Flight / Load Manifest / Weight and Balance Control

MEL / CDL Procedures 4. Personnel Training and Qualifications Training of Flight Crewmembers

Training of Flight Attendants / Cabin Servers, etc.

Training of Dispatchers

Training of Ground Personnel Training of Check Airmen and Instructors

Simulators / Training Devices

Outsource Crewmember Training

Aircrew Designated Examiner (ADE) Program

Training of Flight Followers

Pilot Operating Limitations / Recent Experience

Appropriate Airmen / Crewmember Checks Qualifications

RII Personnel Training Requirements


Maintenance Certificate Requirements

Maintenance Training Program Simulators / Training Devices

Recency of Experience Display of Certificate Privileges Airframe and Power plant

Privileges and Limitations for Repairmen

5. Route Structures Use of Approved Areas, Routes, and Airports

Special Navigation Areas of Operation

ETOPS

RVSM Authorization 6. Airmen and Crewmember Flight, Rest, and Duty Time Scheduling / Reporting System

Flight Crewmember Flight / Duty / Rest Time

Flight Attendant Duty / Rest Time

Dispatcher / Rest Time Maintenance Duty Time 7. Technical Administration Director of Operations Director of Maintenance Chief Pilot Chief Inspector (if applicable) Director of Safety (if

applicable) Safety Management System (SMS)

Maintenance Control In light of the new ACSF audit program, operators should be prepared to expand the above list to include the safety related processes contained within the new audit standard. These include:

1. Corporate Organization and Management 2. Flight Operations 3. Operational Control 4. Aircraft Maintenance 5. Cabin Operations 6. Aircraft Ground Handling & Servicing 7. Cargo Operations 8. Operational Security 9. Passenger Handling & Safety 10. Dangerous Goods / HAZMAT (Will Carry Operator)

Each of these systems and their associated processes, as they apply to you, should be incorporated in your manual system. Remember, federal aviation regulations only represent a bare minimum of the procedures and standards required to make up a manual. The above lists, while comprehensive, provide a sound foundation of essential processes integral to an effective manual system. The question now is where to begin… Operational Philosophy – The First Step The first step in manual development is to conduct a series of what’s known as “operational philosophy” discussions. Operational philosophy discussions are intended to identify not only the way an operator conducts, or intends to conduct business, but to also identify all applicable processes from the comprehensive lists provided above. It is important to remember that the above lists may need to be tailored (added to or deleted) in order to meet the specific needs of an operator. Of course we won’t be deleting any processes that are required by regulation.


Any operational philosophy discussion should include representation of Subject Matter Experts (SME) from each operational area (i.e. management, flight, ground, maintenance operations, etc.). Each identified process within the operating environment should then be expanded to include a process map or workflow. This will ensure, pictorially, that all steps of the process are captured and coordinated in a logical manner. The operational philosophy step is finished when all operating processes have been identified and their associated process maps completed.

Summary of Step One: Operational Philosophy

• Identify the way you conduct (or plan to conduct) business • Identify all applicable processes from the FAA’s recommended seven air carrier systems and associated

processes • Seek help from Subject Matter Experts (SMEs) from each operational area (i.e. management, flight, ground,

and maintenance operations) • Draw a process map / workflow diagram of each applicable process

Manual System Structure – Step Two After the operational philosophy step is completed it is now time to decide how the manual system is to be structured and managed. NOTE: FAA recommends that approved manuals (i.e. MEL, Training Programs) be separated from accepted manuals (i.e. safety, ground handling). This action simply makes the FAA approval and acceptance process easier to manage. So, taking into consideration the FAA recommendation, we can now begin to arrange our manuals into a practical, functional manual system. Each operator’s manual system structure should be customized according to the size and scope of operations. Let’s take a look at an example of a complete manual system:

• Administrative Manual – Contains a description of the manual and management system. In other words, naming and numbering convention; personnel duties, responsibilities, authorities, delegation of authority, reporting relationships; manual distribution, availability, content consistency, revision and control, etc.

• General Operations Manual – Contains flight operational activities. • General Maintenance Manual – Contains policies and procedures for aircraft airworthiness. • Cabin Operations Manual – Contains policies and procedures for all cabin personnel. • Training Manuals (All personnel) – self explanatory. • Dispatch Manual – Contains policies and procedures for charter / sales, scheduling, dispatching, etc. • Ground Handling Manual – Contains policies and procedures for all ground handling functions (passenger

handling, fueling, deicing, cargo, etc.). • Vendor Management Manual – Contains policies and procedures for vendor management including

oversight. • Safety Management System (SMS) – Refer to AC 120-92 for details. • Minimum Equipment List (MEL) – Self explanatory. • Operations Specifications (Management Specifications) – Self explanatory. • Other FAA Approved Programs, as applicable.

Once an operator has decided on a particular manual system structure, the management of the manual system, otherwise known as Technical Publications or tech writing, should be established.


Manual system management (Technical Publications) really means that someone, by title or department, should be responsible for the overall management and control of the manual system. A Technical Publications person / department will ensure:

• That manuals continually maintain regulatory compliance; • Manuals are always available; • Manuals are distributed, in a timely manner, to those individuals that are required to use them; • Manuals are revised and controlled accurately; • Manuals achieve content consistency; and, • Manuals are grammatically correct.

Each company manual should also adhere to a standardized numbering convention. An example would be, 4.21.1, where the first number refers to the chapter; the second number refers to the section; and the third number refers to the page. A standardized numbering convention makes text within manuals easier to manage and locate when searching for specific information.

Summary of Step Two: Manual System Structure

• Arrange your manuals into a practical, functional manual system, customized according to the size and scope of your operations.

• Appoint a Technical Publications department / person to manage your manuals. • Decide on a standardized numbering system for your manuals.

Step Three – Manual Text Now is where, as manual authors, we really get down to business. The following is an example of how to author text within your manual system that incorporates the six FAA system safety attributes (responsibility, authority, procedures, controls, process measurements, and interfaces). The theme of the following examples is the manual revision process: Responsibility: Responsibility is paramount in any operation. To be truly effective, the responsibility attribute needs to identify the department, or person (position by title), who owns the process and is answerable (responsible) for the quality of the process. An operator’s manual system should clearly document an identifiable person or position that is accountable for the quality of each process. Acceptable Example:

“The Manager of Technical Publications is responsible for the manual revision process. Each person assigned a manual is responsible for posting revisions and discarding obsolete pages.”

In this example, the operator has clearly identified a specific position (Manager of Technical Publications) associated with a specific responsibility (manual revision process).


Unacceptable Example:

“The Technical Publications Department is responsible for the accuracy and content of the procedures for revision of Best Charter Manuals.”

In this example, the operator has failed to clearly identify a position with the responsibility. Authority: Authority is equally important to responsibility in that it eliminates confusion as to who can change a process. Specifically, the authority attribute refers to the operator’s department, or person (position), who determines the course of action for a process. An operator’s manual system should document a clearly identifiable person or position that can establish or modify policies and procedures for the process. Acceptable Example:

“The Director of Operations and Director of Maintenance together have the authority to establish and modify the policies and procedures for revising manuals.”

This example clearly identifies the authority of both the Director of Operations and Director of Maintenance as it relates to revising manuals. Unacceptable Example:

“The Publications Department completes the task of ensuring the accuracy and content of the procedures, as well as writing procedures for revising Best Charter Manuals.”

This example fails to document the source of authority for a position within a department to complete the task. Procedures: Well-written procedures represent the back-bone of any operator’s manual system. By definition, a procedure is a documented or prescribed method of accomplishing a process or task. Simply put, procedures are instructions that allow personnel to do their jobs safely and efficiently. All procedures in the manual system should be a procedure, not just a policy, which is to say that they should contain sufficient detail to achieve the desired results. Well-written procedures answer questions such as who, what, when, where, and how. Procedures should also assure compliance with associated FAR’s on a continual basis as well as meet the intent of applicable, written FAA guidance (i.e. Advisory Circulars and FAA Orders). Identification of resources, including any required training should be provided in support of procedures and, of course, procedures should be consistent between manuals. Acceptable Example:

“Upon receipt of a manual revision the manual holder will insert the revised material, sign and date the manual revision control page, and return (via company mail) a signed and dated manual transmittal sheet.”

The above example provides specific guidance regarding manual holder actions when receiving manual revisions. Unacceptable Example:

“Upon receipt of a manual revision the manual holder will insert revised material.”


In this example, the operator has stated a policy, but does not include a complete procedure for the manual revision process. Controls: Controls are very useful tools to help ensure that certain procedures are carried out as specified. Specifically, a control is a check or restraint that may be designed into a process to ensure consistent, desired results. Although most controls are not regulatory, they do contain useful features designed to reduce risk. As such, an operator’s manual system should document the checks and restraints (controls) that are built into the process to ensure that the desired result of the process is consistently achieved. Acceptable Example:

“In addition to the aforementioned, the Manager of Technical Publications will conduct a spot check of 10 percent of the manuals within the manual system annually to determine availability, currency, and revision status of the manuals. The Manager of Technical Publications shall conduct the spot check where it is believed to have the most impact. A record of that inspection shall be recorded by the Manager of Technical Publications and kept in his office.”

Additional Acceptable Example:

“Upon the Director of Operations receipt of Form 123, an acknowledgement of receipt of the form shall be completed. This receipt shall be directed to the person initiating the recommendation and the Manager of Technical Publications. Upon completion of the review of the recommendation, the originator will be notified by company mail.”

The above examples describe specific control steps to be performed to verify the availability, currency, and revision status of manuals. These control steps ensure, at least on a sampling basis, that an operator’s manual system has been checked. Unacceptable Example:

“The Director of Operations will conduct a review upon receipt of Form 123.” This example does not include guidance for the Director of Operations on how to conduct a review of Form 123 once it is received. Therefore, in the absence of a clearly defined receipt process, there is no assurance the recommendation was received or reviewed. Process Measures: Process measurement is the action of measuring and assessing appropriate information to identify, detect, analyze, and document potential problems, otherwise known as an Internal Evaluation Program (IEP). The manuals should contain documentation describing the measurements of key elements or characteristics of the process that indicate how well the process is working; how the process measurements are used and documented; and how the results are to be used to improve the process. Acceptable Example:

“The Manager of Technical Publications shall review the Revision Transmittal Sheets. He will maintain a log that contains a tracking number, date received, date forwarded to the Director of Operations and Director of Maintenance, comment concerning endorsement by Manager of Technical Publications, comments by other


departments, final disposition of the recommendation. A copy of this record shall be provided to the Director of Safety on a monthly basis. All recommendations shall be logged and tracked by the Director of Safety. The Director of Safety shall analyze the data for effectiveness of the process. Furthermore, the Director of Safety shall analyze, on an ongoing basis, the impact of any changes. When the impact does not meet expectations, the Director of Safety shall provide a copy of Feedback Form 567 to the Manager of Technical Publications, the Director of Operations, and the Director of Maintenance.”

In this example, the Manager of Technical Publications uses a log to track the handling of the recommendation form. Separately, the Director of Safety has responsibilities that ensure the proper handling and disposition of the recommendation thereby reducing or eliminating the likelihood of a lost recommendation. Unacceptable Example:

“The Director of Safety shall analyze the impact of any changes to the operator’s manuals.” This example describes a policy only, not a procedure. Interfaces: Interfaces are the interactions between processes. For example, the process of deicing would generate procedures in the general operations manual, general maintenance manual, ground handling manual, and perhaps the cabin operations manual. It is necessary to coordinate interfaces to ensure content consistency across manuals thereby avoiding conflicting procedures. Manuals should document the interactions between different processes, people, organizations, or equipment that must be managed and controlled including the procedures to manage and control those interfaces. Acceptable Example:

“When reviewing a proposed revision, the Technical Publications Review Board (TPRB) will use the interface matrix to determine which manuals have interfaces. The TPRB will then determine which of its members must be included in the coordination of the proposed revision. These members must sign the revision before submitting it for publication.”

This example clearly describes the procedure for review of a proposed revision. Unacceptable Example: The omission of guidance concerning interfaces is the most common unacceptable example. This is self-explanatory. A Word on Notes, Cautions, and Warnings Many manual systems contain reference to notes, cautions, and warnings. However, there is a great deal of inconsistency regarding their intended use. It is important to differentiate the specific levels of information contained within your manual system. A good way to accomplish this is to standardize the use of notes, cautions, and warnings as follows:

NOTE = A note is used to highlight specific information. CAUTION = A caution is used to highlight specific information, which if not followed, could cause damage to equipment.


WARNING = A warning is used to highlight specific information, which if not followed, could cause damage to equipment and harm to the operator and occupants.

Summary of Step Three – Manual Text • Compose the text of your manual system so it incorporates the six FAA system safety attributes

(responsibility, authority, procedures, controls, process measurements, and interfaces). • Standardize any reference to notes, cautions, and warnings.

Step 4 – Regulatory Compliance It goes without saying that each operator’s manual system must meet applicable FAA regulatory requirements. As such, operators should consider developing a compliance statement of applicable regulations that serves as a master index to each manual system. An accurate compliance statement serves as a “roadmap of compliance” and is a living document helping operators achieve continual regulatory compliance. To be considered complete, a compliance statement should include all applicable specific regulatory requirements referenced in 14 CFR Part 135.23 and 91.1025, for example, Parts 39, 65, 91, etc.

Summary of Step Four: Regulatory Compliance

• Develop a compliance statement that includes all applicable specific regulatory requirements referenced in 14 CFR Part 135.23 and 91.1025.

Putting it all together…


Conclusion Our manual systems are an integral component of our operations. They are the basis that supports everything we do in the performance of our jobs. Aside from satisfying specific regulatory requirements, manual systems allow us to achieve a new level of safety through clear documentation of our systems, sub-systems, and working level processes. As FAA and other well respected aviation associations, such as NATA and ACSF, migrate towards achieving higher levels of safety, well developed manual systems will become an operational necessity. This article should serve as a sound introduction into effective manual system design. Whether you are an established operator or one who is just starting out, benefits of constructing a functional manual system include improved safety and operating efficiency while reducing cost. Remember, safety is designed into operations not inspected in it. Article References:

• AC 120-59A Air Carrier Internal Evaluation Programs.

• AC 120-92 Introduction to Safety Management Systems for Air Operators.

• Appendix 11. FAA Manual Preparation Guidelines contained within Certification Process Document (CPD) 6.03.

• Appendix 12. FAA Compliance Statement contained within Certification Process Document (CPD) 6.03.

• FAA Order 8900.1 Flight Standards Information Management System (FSIMS).

• FAA System Safety Course 22006, AMA-250, Student Reference, Version 7.2.

• Publication Manual of the American Psychological Association (APA). 5th Edition. Washington, DC.

AIR CHARTER SAFETY FOUNDATION ANNOUNCES NEW OFFERINGS Air Charter Safety Foundation Announces Two Key Programs

With a large audience of Part 135 operators in attendance, the Air Charter Safety Foundation (ACSF) announced two revolutionary safety programs being made available to the industry – the Industry Audit Standard and AVSiS.

Industry Audit Standard

The ACSF Industry Audit Standard has been developed with the input and guidance of leading safety auditors, charter operators, shared aircraft ownership companies and charter consumers. The ultimate goal of the Industry Audit Standard is for charter operators and shared aircraft ownership management companies to complete one comprehensive audit on a recurrent basis rather than the multiple audits they currently complete. The Industry Audit Standard is a revolutionary program built from the ground up by ACSF to set the standard for the independent evaluation of an air charter operator's and/or shared ownership company's safety and regulatory compliance.

The ACSF has planned the first round of auditor training courses for August 2008, with the first air charter operators being audited this fall and industry-wide availability by early 2009.


AVSiS

ACSF also announced availability of AVSiS, an innovative safety event reporting and tracking system specifically for the on-demand air charter industry and shared aircraft ownership programs. AVSiS is a powerful software program that collects detailed safety event data for analysis, response deployment and success measurement, and provides a tool for accounting for the cost savings realized by interventions. To encourage the wide-spread use of this safety-enhancing tool, ACSF is making the program available to all Part 135 on-demand operators and Part 91K fractional program managers at no charge. A non-punitive event reporting program is essential to a positive safety culture and to maintain constant safety awareness in a company. It has been estimated that for each fatal accident, as many as 360 incidents occur. Proper investigation of reported incidents or "near misses" provides an opportunity to identify and correct underlying problems before an accident occurs. AVSiS is designed to fulfill these event reporting, investigation and tracking functions. In addition to the individual user benefits, the database structure provided by the ACSF will allow the foundation to conduct high-level analysis of the data to identify industry trends and publish intervention strategies where appropriate, while maintaining the privacy of the unique users. The Air Charter Safety Foundation advances charter and shared aircraft ownership industry standards and best practices; promulgates safety, security and service benchmarks; and promotes the universal acceptance of safety management systems. As a founding member of ACSF, NATA encourages operators to learn more about the foundation and these programs by visiting www.acsf.aero.

LEGISLATIVE UPDATE FAA Issues Final Rule Requiring Special Awareness Training for Washington, DC Area Operations

Pilots who fly under Visual Flight Rules (VFR) within 60 nautical miles (nm) of the Washington, D.C., VOR/DME must complete the FAA's one-time special awareness training online course or seminar by February 9, 2009. This requirement is an attempt to reduce the number of

Washington, D.C., Air Defense Identification Zone (ADIZ) incursions. NATA previously submitted comments to the FAA that included minimizing the awareness training area from the initial 100-nm proposal to only pilots who would be flying as pilot in command (PIC) on VFR flights within the ADIZ. The FAA decided to make the awareness training area coincide with the 60-nm speed ring surrounding the ADIZ. This area extends 30 nm beyond the ADIZ. The FAA has said that it will chart the airspace for the training area, along with a notation explaining that the training is needed to fly in that area. Pilots can complete the one-time training requirement by taking a one-and-a-half-hour online course ("Navigating the New DC ADIZ"). Pilots must maintain proof that they've taken the course. A certificate of completion can be printed online for recordkeeping purposes. Pilots can also complete the training and receive a certificate by attending an FAA Safety Program seminar offered by local flight standards district offices (FSDOs). Pilots need not carry the certificate in the aircraft but must be able to produce it within a reasonable amount of time if asked by a local law enforcement officer, FAA inspector, or Transportation Security Administration agent. NATA and other industry associations are addressing several issues with the rule including an exemption for pilots flying IFR who cancel to land VFR and pilots who operate from the Flight Restricted Zone (FRZ) in the heart of the ADIZ. Although pilots who operate in the FRZ have already completed special training and background checks, the FAA still requires that these pilots receive the training. Drug and Alcohol Testing Program Changes Coming

The FAA requires mandatory drug and alcohol testing programs for a variety of aviation businesses, including on-demand air charter operators, maintenance repair stations servicing air carriers, certain sightseeing operations and others. Recently, regulations prescribing how those tests are conducted were revised by the Department of Transportation.


Department of Transportation (DOT) Part 40 dictates many of the procedural requirements for mandatory drug and alcohol testing programs across all modes of transportation. Among the recent changes operators should be aware of are: It is mandatory for laboratories to test all

specimens for validity. This will identify if adulterant and/or urine substitutes were used.

All return-to-duty and follow-up drug tests must be conducted under direct observation.

Direct observation collections will afford less privacy to the specimen provider. The observer will check both male and female donor for items designed to carry clean urine.

It is considered a "refusal to test" if an employee admits to adulterating or substituting a specimen during a Medical Review Officers (MRO) review of an invalid result.

MROs are provided with specific guidance on actions taken when a negative result is required, but a test result cannot be produced for a legitimate medical reason. (An example is when a verified negative result is required for a pre-employment test.)

These regulatory changes are effective August 25, 2008. Many aviation businesses impacted by mandatory FAA drug and alcohol testing programs use third-party administrators to execute the collection, testing and MRO parts of the programs. Therefore, it is imperative that operators contact their administrative provider to ensure that these new requirements are properly implemented. An up-to-date version of the Part 40 regulations is available online at http://www.dot.gov/ost/dapc/NEW_DOCS/part40.html. Visit the DOT Office of Drug and Alcohol Policy and Compliance for additional resources related to testing programs at http://www.dot.gov/ost/dapc/index.html. GENERAL AVIATION SERVICE BUSINESS SURVEY RESULTS RELEASED

Alexandria, VA, Wednesday | August 20, 2008 A survey conducted by the National Air Transportation Association (NATA) has begun to quantify the high costs of inconsistent FAA regulatory interpretations.

"This survey clearly demonstrates the high, unnecessary costs aviation businesses suffer due to the FAA’s inconsistent interpretation of the federal aviation regulations," said NATA President James K. Coyne. "The FAA absolutely must find a way to regulate the private sector consistently or Congress must mandate that they do so." NATA conducted the survey ¿ How Does Lack of FAA Standardization Affect General Aviation Operators? ¿ in response to numerous NATA members' reports of having experienced varying interpretations of federal aviation regulations (FARs) by the agency's Regional, Aircraft Certification (ACOs) and Flight Standards District Offices (FSDOs). According to survey respondents, many affected companies continue to be challenged by regulatory interpretations that vary from one inspector within one FSDO or ACO, to another. These varying interpretations of how to achieve or demonstrate compliance with the FARs are estimated by the respondents to cost general aviation businesses hundreds of millions of dollars annually when previously approved actions are subjected to "re-interpretation." The results of the survey showed: 89% of NATA members responded that their

businesses have suffered due to inconsistent regulations.

Affected aspects of aviation businesses included aircraft (30%), operations (35%) and approval of manuals (35%).

81% stated that lack of standardization is the result of the FAA¿s reluctance to accept prior approval.

7% of NATA members reported waiting at least 30 days to resolve a discrepancy with an FAA regional office; 20% waited 30-60 days; 19% waited 61-120 days and 51% waited 121 days or longer.

Most importantly, the report highlighted that significant financial loss resulted, $10,000 to over $2,000,000 in costs, not including legal fees, due to instances such as delayed Minimum Equipment Lists approvals.

There are 9 FAA regions, 10 ACOs and more than 80 FSDOs that each issue approvals on a wide range of maintenance and operational requests made by regulated entities. These regulated entities include Part


135 on-demand charter operators, Part 145 repair stations, and Part 141 and 61 flight training facilities. "Inconsistent compliance interpretations of the FARs are not only costly for the industry, they also demonstrate a shortcoming in the FAA's ability to coordinate its workforce and ensure that the decision-making abilities vested in inspectors are respected across all divisions of the agency," said Coyne. NATA has asked Congress to request a GAO report to review fully how inconsistent regulatory interpretations are costing the FAA and the aviation industry millions of dollars in resources and raising serious concerns about unified safety standards. FAA Revises ETOPS Rule

Following through on recommendations from industry, the FAA has revised requirements defining the qualifications for persons performing service checks for Extended Operations (ETOPS). In the FAA's final rule and proposed guidance, the Pre-departure Service Check (PDSC) needed before each ETOPS flight was required to be performed by an FAA-certificated A&P mechanic. NATA and others explained to the FAA that this was an overly restrictive requirement. As a result, the FAA is revising the regulations to state that when a PDSC is performed outside the U.S. the check may be completed a properly trained maintenance person who is employed by an air carrier or repair station in that other country. The FAA announced this rule change at the recent 2008 NATA Air Charter Summit, and the association is pleased that the FAA has taken steps to reduce the compliance burden for ETOPS operations. The revised rules are effective immediately. However, compliance with ETOPS rules is not required for Part 135 operators until August 13, 2008. Read about the revised rule regarding PDSCs: http://federalregister.gov/OFRUpload/OFRData/2008-13479_PI.pdf NATA members download the ETOPS Rule: http://www.nata.aero/news/member/news.jsp?CONTENT_ID=4441 FAA InFO Guidance for 135 ETOPS Guidance:

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/media/2008/info08019.pdf FAA Issues ETOPS AC

The FAA has published Advisory Circular 135-42, "Extended Operations (ETOPS) and Operations in the North Polar Area," which provides detailed guidance to operators who may wish to obtain ETOPS authority and/or conduct operations in the North Polar Area. Beginning this August, regulations imposing numerous equipment, maintenance and flight planning requirements on Part 135 flights occurring beyond 180 minutes from an airport will take effect. ETOPS requirements apply to any flight conducted outside the continental United States, and both turboprop and turbojet aircraft are impacted. While most operators are not likely to need or seek ETOPS authority, AC 135-42 provides guidance essential to development of an ETOPS program for approval by the FAA. Operators who will not seek ETOPS authority at this time should be prepared to demonstrate to their inspectors that routes flown do not require ETOPS. Guidance from the FAA to establish an operation as being non-ETOPS is available via an Information Document (InFO) published by the FAA earlier this year. The FAA's ETOPS rulemaking also imposed restrictions on operations north of 78° North latitude. This AC also provides guidance on meeting regulations applicable to operations in the North Polar Area. NATA strongly encourages all operators to be prepared for the ETOPS regulations implementation date. AC 135-42: http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/6C1EF09FEFCD9A878625746600719C81?OpenDocument Department of State Intends to Terminate J-1 Visas for Flight Training

Since 1949, the Department of State (DOS) has designated private sector and governmental entities to conduct training programs for eligible foreign nationals. For the past twenty years, such programs have included

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/media/2008/info08019.pdf

http://www.nata.aero/news/member/news.jsp?CONTENT_ID=4441

http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/6C1EF09FEFCD9A878625746600719C81?OpenDocument


flight training activities. Currently, eight flight training providers facilitate the entry into the United States of approximately 350 foreign nationals annually for the purpose of flight training via the Exchange Visitor Program J-1 Visa. The DOS, via a Statement of Policy published in the July 11, 2008 Federal Register, has identified its intent to terminate the use of J-1 visas for flight training effective June 1, 2010, requiring training providers to utilize the Department of Homeland Security’s (DHS) Form I-20 and the M visa. NATA is in discussions about this issue with the DHS, flight training providers and the Small Business Administration. Please read below. Associations and Industry Express J-1 Visa Concerns to Department Of State

In a letter to the Honorable Goli Ameri, Assistant Secretary of State for Educational and Cultural Affairs, Department of State (DOS), the industry stated that the recent arbitrary release of a policy statement titled Exchange Visitor Program--Termination of Flight Training Programs, published Friday, July 11, 2008, in the Federal Register, will have a dramatic impact and unintended consequences on the flight training industry in the United States. Assistant Secretary Ameri was reminded of the fact that the United States has long been the leader in flight training and the issuance of policy statements by the DOS, without the opportunity for public comment and dialog, threatens the very existence of that program and will cause extensive economic damage to the affected flight training organizations. A detailed description of the industry's concerns is contained in the letter, the most significant include: Unfounded security concerns Significant economic burden Policy Statement issued without the required

economic and regulatory analysis The letter closed with identification of the positive effect of flight training in the U.S. and a request to meet with the Assistant Secretary to discuss the issue further.

INDUSTRY NEWS

ASRS CALLBACK Goes Online

The NASA Aviation Safety Reporting System (ASRS) has gone online. Now from the ASRS website, pilots can receive CALLBACK in their inbox by signing up online. The monthly safety bulletin includes excerpts from ASRS incident reports with supporting commentary as well as occasional research studies and aviation safety information. The ASRS website also offers an online database and Electronic Report Submission portal that accepted 45,000 reports from pilots, controllers, mechanics and flight attendants last year. http://www.avweb.com/eletter/archives/avflash/1143-full.html#198116 FAA Runway Safety Report

According to the FAA’s Runway Safety Report: September 2007, pilot deviations accounted for 54% of runway incursions that occurred over a four-year period from 2003-2006. During this same period, controller operational errors accounted for 29% of incursions, while vehicle/pedestrian deviations accounted for the remaining 17% of incursions. A review of recent ASRS runway incursion incidents revealed that some of the following factors may contribute to runway incursion events. These include: • Low visibility conditions • Complex airport configuration • Cockpit management issues • Non-Tower airport operations


April 2008 Report Intake Air Carrier/Air Taxi Pilots 2,753 General Aviation Pilots 902 Controllers 110 Cabin/Mechanics/Military/Other 411 TOTAL 4,176 The FAA’s Runway Safety Report: September 2007 is available for downloading at: http://www.faa.gov/runwaysafety/publications.cfm.

ASRS Report Intake is Growing (12 Month Rolling Count)

Air Carrier/Air Taxi Pilots 32,956

General Aviation Pilots 10,579

Controllers 1,238

Cabin/Mechanics/Military/Other 3,057

TOTAL 47,830

Washington Headquarters Press Release

For Immediate Release August 25, 2008 Contact: Alison Duquette Phone: (202) 267-3883

Statement on the FAA’s Eclipse Review

WASHINGTON, D.C. — On August 11, the Federal Aviation Administration (FAA) began a 30-day review of Eclipse Aviation’s Very Light Jet, the Eclipse 500. Jerry Mack, a former Boeing safety executive, is leading an oversight team of seven FAA experts with specialties such as flight testing, avionics, and certification. The team members are independent of the original certification group. The FAA convened this Special Certification Review (SCR) team to look at: aircraft safety, certification of aircraft trim, flaps, screen blanking, and stall speeds.

These issues were the subject of Service Difficulty Reports (SDRs) that have been filed by operators since the aircraft was certificated on September 30, 2006. The team will look at whether or not any of these issues were raised during the certification process and if any of the issues are currently a threat to safety. Special reviews and fact finding investigations are regularly used by the FAA in accordance with agency policy. NATA LAUNCHES HOTLINE TO REPORT ILLEGAL CHARTER Alexandria, VA, July 11, 2008 Funded by a grant from the FAA, NATA is pleased to announce the availability of a toll-free hotline for certificated operators to report suspected illegal commercial activity. "Persons illegally conducting commercial flights adversely affect the air charter industry. For years our members, licensed air charter operators, have sought ways to involve the FAA in tracking down and taking enforcement action against illegal operators. Now, we believe that we have found a way," said NATA President James K. Coyne. "By providing NATA with the funding to establish and support this reporting program, the FAA has demonstrated its agreement that taking action against an illegal operator is important, not only from a fairness standpoint, but also to ensure the safety of the traveling public," Coyne continued. Effective immediately, any employee or agent of a Part 135 on-demand certificate holder can call a special toll-free hotline, 888-759-3581 or 888-SKY-FLT1, to file a report of suspected illegal commercial flights, where an aircraft operator without an FAA Part 135 certificate is accepting compensation for transportation, in violation of both FAA and Department of Transportation regulations. The hotline is staffed by an independent third-party with knowledge of the air charter industry. Reports can be filed anonymously if desired, and all reporters will be provided with a case code for follow-up. The FAA will be provided with details to initiate an investigation, and NATA will regularly contact the FAA to ensure that cases are being followed-up for appropriate action. In addition to the ability to provide meaningful, actionable information to the FAA, this hotline will also permit NATA


to collect data that may help quantify the scope of the illegal charter problem. In addition to the hotline, NATA also has published a free consumer guide to chartering aircraft as well as a leaflet describing the dangers of illegal charters. These documents, designed to increase consumer awareness, along with the reporting hotline create an atmosphere where legitimate operators can thrive while forcing illegal operations to shut down. NATA Illegal Charter Reporting Hotline: 888-SKY-FLT1 (888-759-3581) NATA's Consumer Guide for Chartering Aircraft NATA's "Risks of Illegal Charters" Industry News: American Airlines Fined $7.1 Million for Maintenance Failures

On August 14, the FAA issued a $7.1 million fine to American Airlines for "improperly deferring maintenance on safety-related equipment and deficiencies with its drug and alcohol testing programs and exit lighting inspections." According to its press release, the FAA "asserts that in December 2007, American used the wrong provisions of its Minimum Equipment List (MEL) to return two MD-83 aircraft to service after pilots had reported problems, and flew the planes 58 times in violation of FAA regulations. The MEL contains components and systems without which the aircraft may operate safely under specific limitations, as proven by the operator or manufacturer." Read the FAA Press Release. NATA Opposes LaGuardia Slot Rule

The FAA has proposed to cut the number of slots available for unscheduled operations from the present six to just three per hour. This proposed cut is part of a larger effort to reduce and auction scheduled airline slots at LaGuardia Airport (LGA) that has met with resistance from nearly every sector of the industry. In comments opposing the slot reduction, NATA noted that the agency was willing to guarantee slots to airlines and allow public charters to reserve slots up to six months in advance while Part 135 operators could only attempt to reserve a slot up to 72 hours in advance. Because on-demand operators are air carriers and direct

competitors to the airlines, NATA believes the inability to reserve slots on the same terms as public charters is discriminatory. The association also questioned the FAA's proposed reduction of available slots by fifty percent. No other class of carriers has been targeted to have its operational potential slashed by this significant amount. Data obtained by NATA shows that during peak evening hours the current allotment of slots is indeed used. The comments again cited competitive advantages being granted to airlines at the direct expense of on-demand operators, and NATA called on the FAA to maintain the current number of available LGA slots for unscheduled operators. Click here for more details. FAA Amends Medical Certificate Rule

Effective July 24, 2008, the FAA extended the duration of first- and third-class medical certificates for pilots under the age of 40. Under the revision, first-class medical certificates have been extended from six months to one year, and third-class medical certificates from three years to five years. Standards established by the International Civil Aviation Organization (ICAO) were the basis for the ages and examination periods implemented by the FAA. The new duration periods for medical certificates became effective immediately, and affect current medical certificate holders as well as new and renewing applicants. Airmen with first- and third-class medical certificates who were under the age of 40 on the date of the application for their certificate will be covered by the new, longer durations established under FAR 61.23(d). Pilots will not receive an updated medical certificate stating the new expiration date, and the FAA recommends carrying a copy of the new duration standards contained in the rule, especially when flying internationally. The duration period for second-class medical certificates remains at one year, regardless of age, and for those over 40, the duration periods remain at six months for the first-class certificate and two years for the third-class certificate. Medical certificates will continue to lapse to lower classes as they have in the past, and will still expire on the last day of the month. Initial response to these changes from the industry has been favorable, particularly since this may significantly

http://www.nata.aero/about/CharterGuide.jsp

http://www.nata.aero/filedownload?databaseName=NATA&tableName=DOCUMENTS&columnName=DOCUMENT_FILE&referenceTableName=DOCUMENT_FILE_META&keyName=DOCUMENT_ID&rowId=3640

http://www.regulations.gov/fdmspublic/component/main?main=DocketDetail&d=FAA-2006-25709

http://www.faa.gov/news/press_releases/news_story.cfm?newsId=10269


reduce the workload in the FAA's Office of Aerospace Medicine, allowing resources to focus more attention on special issuance certificates. FAA Prohibited From Issuing New Foreign Repair Station Certifications

As a result of the failure of the Transportation Security Administration (TSA) to finalize a Congressionally mandated repair station security program, the FAA is prohibited from certifying any new foreign repair stations after August 3, 2008. This will have unintended and adverse consequences to future business opportunities for U.S. companies. This does not affect any repair station whose formal application predates August 3, 2008, nor does it impact renewals of existing FAA-certificated Part 145 foreign repair stations. The FAA will continue to accept and process the new application packages received prior to August 3, 2008. Effective August 4, 2008, new application packages may be submitted and received by the FAA, but the certification process will not proceed. Although the post-August 4, 2008 applications for certification of a foreign repair station will be placed in the Certification Service Oversight Process, the only action taken by the FAA will be to issue a letter to the applicant explaining why the certification cannot be performed. This issue is not the result of the FAA's inaction but rather the inability of the TSA to finalize a Congressionally mandated repair station security program. NATA is currently in discussions with member repair stations to assess the impact to their operations. Initial feedback is that the impact will be minimal due to the existing backlog of applications currently in queue within the FAA. Industry estimates are that the backlog is 12 to 18 months, which should be ample time to resolve the repair station security issues. NATA will continue to work with the TSA, FAA and Congress to move forward and resolve the foreign repair station security issues.

Pilots Encouraged to Use FREE TEB Online Training Program

NATA Safety 1st has produced the Teterboro Airport Flight Crew Briefing, a unique on-line program for pilots who operate into and out of Teterboro Airport (TEB). Funded by a grant from the FAA, the Safety 1st briefing provides pilots access to critical safety information about the airport, including its location, layout, operations, regulations, and safety and security procedures. With superb clarity and graphics, the Safety 1st briefing presents pilots views of specific runway incursion hot spots and scenarios for common pilot errors. Best practices for aircraft lighting configurations and taxi procedures are also presented. Flight crews can review frequently used ATC procedures, such as the Teterboro Five and Dalton Departures, and how to avoid the most common errors while using these procedures. "This briefing takes Teterboro Airport one giant step closer to reaching its goal to become the industry's number-one safety and security model for general aviation airports," said NATA President James K. Coyne, co-chair of the Teterboro Airport Industry Working Group. "This valuable addition to the safety and security initiatives at Teterboro gives airport and flight crews the most up-to-date information about the airport and how they can contribute to the safety and well-being of the airport's operations and, indeed, its entire surrounding community." The briefing is free of charge at http://www.airportflightcrewbriefing.com/teterboro. Pilots Encouraged to Participate Dear Aviation Enthusiast: My name is Donald Cone and I am a student with Embry-Riddle Aeronautical University. As part of the curriculum, I need to complete a Graduate Capstone Project. As a part of that project, I am gathering data from pilots who fly general aviation aircraft which are certificated for flight into known icing conditions at least once a month. In order to collect this data, I have prepared a short survey. It can be accessed at: http://www.surveymonkey.com/s.aspx?sm=6vqR3QGnE5_2bVqagL617JZA_3d_3d. This survey should take less than 10 minutes to complete.

http://www.surveymonkey.com/s.aspx?sm=6vqR3QGnE5_2bVqagL617JZA_3d_3d


I would appreciate your participation. Thank you. Donald Cone NATA TOWN HALL MEETINGS Coyne to Appear at Town Hall Meetings in Chicago, St. Louis and Toledo, OH

USAU Representatives Will be Present to Discuss Insurance

NATA invites you to attend three Town Hall meetings held September 10-11, 2008. The meetings will feature NATA President James K. Coyne, who will discuss critical issues facing America's aviation businesses and airports. The meetings also will include representatives from the United States Aviation Underwriters, Inc. who will discuss NATA's Worker's Compensation Program and any other insurance issues. The Town Hall meetings will be held at the following locations. September 10, 2008 Chicago Executive Airport (PWK), Wheeling, IL Click here for additional details. September 10, 2008 St. Louis Downtown Airport (CPS), Cahokia, IL Click here for additional details. September 11, 2008 Toledo Express Airport (TOL), Swanton, OH Click here for additional details.

CONTINUING EDUCATION ACSF Offering AVSiS Training Classes in September

Safety Reporting Software and Training Available to Charter/Fractional Industry

NATA is pleased to report that the Air Charter Safety Foundation (ACSF) is providing operators with access to AVSiS, a free safety event reporting system. The ACSF is also offering training events to help users maximize their experience.

AVSiS, the Aviation Safety Information System, is a powerful software program that collects detailed safety event data for analysis, response deployment and success measurement, and provides a tool for accounting for the cost savings realized by interventions. To encourage the wide-spread use of this safety-enhancing tool, the Air Charter Safety Foundation (ACSF) is making the program available to all Part 135 on-demand operators and Part 91K fractional program managers at no charge.

AVSiS is a non-punitive event reporting program (essential to a positive safety culture) that provides company leaders with a tool to maintain constant safety awareness. You need not be a member of NATA or ACSF in order to obtain the software or attend the training. ACSF members are eligible for a discounted workshop registration fee. How can you learn more? Visit the ACSF AVSiS information Website at www.acsf.aero/avsis to learn more about the specific features and benefits of AVSiS and get answers to frequently asked questions. Register to obtain AVSiS at www.acsf.aero/AVSiSRegistration. Operator user accounts will be established on a first-come, first-served basis from registrations completed by eligible businesses. All Part 135 on-demand operators and Part 91K fractional program managers are eligible businesses. Register to attend one of the ACSF AVSiS Training Workshops. These workshops will provide you with hands-on information to implement AVSiS successfully and integrate it into your daily operations. Click here to download the Workshop brochure. NATA is pleased to participate in the safety initiatives of the ACSF and encourages operators to learn more about AVSiS and how its use can improve safety. Through research, collaboration and education, the Air Charter Safety Foundation advances charter and shared aircraft ownership industry standards and best practices; promulgates safety, security and service benchmarks; and promotes the universal acceptance of safety management systems. Learn more about ACSF at www.acsf.aero.




http://www.acsf.aero/attachments/wysiwyg/12/ACSF_AVSIS.pdf


NATA Announces New Environmental Compliance Seminar

NATA recently announced the creation of a new seminar for members to learn about the latest environmental compliance issues confronting the industry. The new NATA Environmental Compliance Seminar for Aviation Facilities focuses solely on environmental compliance issues confronting FBOs and general aviation airports. The event will be held on Thursday, September 18, 2008, from noon to 5:00 p.m. at the Conrad Indianapolis Hotel in Indianapolis, IN. Issues to be addressed during the half-day seminar include: Spill Prevention Control and Countermeasures

(SPCC) regulations and the new parts that will take effect on July 1, 2009

Storm Water Permitting and Storm Water Pollution Prevention Plans

Waste Issues (hazardous waste, universal waste, waste oil and waste fuel)

Benefits to participants of the seminar include:

Increase awareness of all applicable regulations Ensure compliance with new environmental

mandates Avoid costly errors and negative press Discuss best management practices Review procedures, equipment and

requirements Receive a training certificate

The seminar presenter is George S. Gamble of 2G Environmental, LLC. Gamble, a professional engineer since 1992, has a wealth of corporate experience in the chemical industry as well as the environmental consulting industry. In January 2004, Gamble formed 2G Environmental, LLC with a focus on the EPA Regulations for Spill Prevention Control and Countermeasures. Gamble has prepared SPCC plans or related projects for over 100 aviation facilities ranging from FBOs to corporate aviation facilities. Other aviation activities include environmental training, environmental due diligence, storm water permitting, storm water pollution prevention plans, OSHA compliance and recordkeeping, and other environmental consulting.

In addition to his extensive aviation experience, Gamble has also prepared SPCC plans for several trucking/transportation facilities, warehouse facilities, retail facilities, and industrial facilities across the Southeast. "The NATA Environmental Compliance Seminar for Aviation Facilities is a great opportunity for our members to learn the latest environmental compliance issues affecting their business," stated NATA President James K. Coyne. "When we ask our members about concerns they have with their daily operations, environmental compliance is always an issue that they want to learn more about to ensure that their organization is doing all it can to protect the environment." Interested parties may learn more about the NATA Environmental Compliance Seminar for Aviation Facilities, including how to register, http://www.nata.aero/events/event_detail.jsp?EVENT_ID=1841

NATA Introduces "Staying Profitable In Today's Uncertain Economy"

NATA's new one-day seminar Staying Profitable In Today's Uncertain Economy is designed to help FBO and charter company owners and senior managers define how to change their business models to maximize profits in a down economy. Staying Profitable In Today's Uncertain Economy features a series of industry experts covering human resources, real estate, airport and vendor relations, energy, cash management, business expansion and many other topics. Confirmed speakers and panelists include:

• Michael Delk, President, Air BP Aviation Services

• Charlie Priester, Chairman, Priester Aviation

• Mark Willey, CEO, Bridgeford Flying Service

• Michael J. Pittard, President, Aviation Charter Services

• James K. Coyne, President, NATA


• Jeff Witwer, President, Carbonneutral Plane

• Phil Botana, President, Tampa International Jet Center

• Bobbi Thompson, Executive Vice President, ABS Management Services

• Amy Koranda, Director, Safety Management, NATA

• Bryan Burns, General Manager, Jackson Hole Aviation

• Brett Greenberg, Executive Vice President, Galaxy Aviation

Among the issues to be addressed:

• What We Can Learn From Other Industries

• Effective Employee Scheduling

• Bonus Structures That Support Savings

• Opportunities In Outsourcing

• Employee Leasing

• Additional Duties / Additional Training

• Safety Pays

• Employee Pre-Screening

• Airport Leases

• Real Estate And Tenant Leases

• Working With Your Vendors And Suppliers

• Savings In Charter Operations

• Developing New Sources Of FBO Revenue

• Controlling The Budget

• Managing Payables And Receivables

• Fixed Assets - Can Anything Be Done?

The event will be held on Wednesday, September 17, 2008, from 8:30 a.m. to 4:30 p.m. at the Hyatt Regency in Indianapolis, IN.

"For many aviation service businesses, these are tough times," stated NATA President James K. Coyne. "Managing in a down economy presents a unique set of challenges, and demands different approaches than those that may work well in good times. NATA's new seminar will help our members’ weather difficult economic times and emerge ready to take full advantage of the coming recovery."

Learn more about NATA's Staying Profitable In Today's Uncertain Economy seminar, including how to register, by clicking here or visiting http://www.nata.aero/events.


Information for Operators (InFO)

Each issue of the NATA Safety 1st Flitebag includes a review of the latest InFOs. If you have not read previous issues, please review all InFOs by clicking here.

An InFO contains valuable information for operators that should help them meet certain administrative, regulator or operational requirements with relatively low urgency or impact on safety. InFOs contain information or a combination of information and recommended action to be taken by the respective operators identified in each individual InFO.

Number Title

08046 (PDF) Pilots under age 40, airman’s medical certificate duration periods extended

08045 (PDF) MD-11 Airplane Training Programs - Simulator Instruction in the Proper Operating Procedure for Autopilot Disengagement and Subsequent Manual Control of the Airplan

08044 (PDF) Boeing DC-10 Airplane, All Series - Potential for Airplane Upsets Caused by Faulty Control Wheel Steering Sensor Input and Potential for Overshoots in Upset Recovery

08043 (PDF) Controlled Flight into Terrain (CFIT) Training

08042 (PDF) Vertical Speed Indicator: Knowledge Needed By Pilot

08041 (PDF) Checklist Review

08040 (PDF) Emphasis on Load Manifest

08039 (PDF) Responding to a TCAS resolution advisory (RA) – Fly the RA

08038 (PDF) Acknowledgement of Altitude Clearances and Altitude Read Back

08037 (PDF) Title 14 of the Code of Federal Regulations (14 CFR) parts 121 and 135 line check airmen surveillance requirements

08036 (PDF) Teterboro, New Jersey, TEB-5 SID

08035 (PDF) Announcement of FAA Order 8900.1 Change 22













http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/


Number Title

08034 (PDF) Design and Content of Checklists for In-Flight Smoke, Fire and Fumes (SFF)

08033 (PDF) High Altitude Icing Conditions

08032 (PDF) Non-Routine Flight Operations (NRFO)

08031 (PDF) Weight and Balance Control Methods: Auxiliary Performance Computer

08030 (PDF) In-flight Notification to Flightcrew of Possible Baggage/Cargo Contamination from Hazardous Materials Spills

08029 (PDF) Approach and Landing Accident Reduction (ALAR): Recommended Flightcrew Training

08028 Cancelled by AFS-220

08027 (PDF) Approach Preparation: Preparing for an Instrument Approach as Backup in Night VMC or Whenever IMC May Be Encountered

08026 (PDF) Compliance with Flight Dispatch Communications for Flag Air Carriers, 14 CFR section 121.99; OpSpec A008

08025 Cancelled by AFS-220

08024 (PDF) Ice Accretion Information in METAR/SPECI











Safety Alert for Operators (SAFOs) – Maintain Currency

Each issue of the NATA Safety 1st Flitebag includes a review of the latest SAFOs. If you have not read previous issues, please review all SAFOs by clicking here. What is a SAFO? A SAFO contains important safety information and may include recommended action. SAFO content should be especially valuable to air carriers in meeting their statutory duty to provide service with the highest possible degree of safety in the public interest.

Number Title

08018 (PDF) Fire Handle Characteristics, DC-9, MD-80 and MD-90 Airplanes

08017 (PDF) Embraer ERJ-170/190 — Unintended Deployment of the Emergency Evacuation Escape Slide

08016 (PDF) Boeing 737 (B-737) Cabin Altitude Warning Horn Confusion

08015 (PDF) Preflight check of helicopter hydraulic systems to include validation of control movement smoothness and identification of adverse flight control “stick-jump”

08014 (PDF) Boeing 777 Extended Operations (ETOPS) Restrictions due to Cargo Fire Suppression System Shortfall

08013 (PDF) Safety Recommendation Concerning Piper PA-23 and PA-31 Series Nose Baggage Doors

08012 (PDF) Aircraft Taxi Operations During Snow and Ice Conditions

__________________________________________________________________________________________________________

The National Air Transportation Association (NATA), The Voice of Aviation Business, is committed to raising the standard on air safety and implemented additional guidance through NATA’s Safety 1st Management System (SMS) for Air Operators. The Flitebag provides continuing education in support of the SMS program.

Subscribe to the NATA Safety 1st Flitebag. If you are not currently a subscriber to NATA Safety 1st Flitebag and would like to receive it on a regular basis, please email mailto:[email protected]. The NATA Safety 1st Flitebag is distributed free of charge to NATA member companies and NATA Safety 1st participants.

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/safo/all_safos/media/2008/SAFO08016.pdf

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/safo/all_safos/

http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/safo/all_safos/







PARTICIPATION AGREEMENT

NATA Safety 1st ManagementSYSTEM (SMS) FOR AIR OPERATORS

Yes, we want to sign up for the NATA SMS for Air Operators! We understandthe following will be included in the price of our participation in the SMS:

Contact Information (please print legibly)

CEO/Owner Email

Email

Company

Street Address

City State Zip

Phone Fax Email

Pricing

$900 for NATA Members / Small Operator (1-19 pilots)

$1,800 for NATA Members / Medium Operator (20-99 pilots)

$2,700 for NATA Members / Large Operator (100 or more pilots)

Non-NATA Members please call for pricing. If you are currently a Ground SMS participant, you are eligible for a 25% discount on the Air Operators SMS.

Payment

Check enclosed (Please make payable to Aviation Training Institute, LLC.)

Please charge my MasterCard Visa American Express

Credit card number _________________________________________________________ Expiration _____________________

Signature__________________________________________________Name on card___________________________________

Fax to (703) 845-8176 or mail to NATA Safety 1st SMS, 4226 King Street, Alexandria, VA 22302

Agreement

As an SMS Air Operators participant, we agree to implement a company safety program consistent with the principles and

tenets of the NATA Safety 1st® Management System Guide, conduct recurrent pilot training that meets or exceeds FAA

requirements and undergo a NATA SMS audit upon completion of our company manual.

Signed this date___________________________CEO/Owner Signature______________________________________________

4226 King Street / Alexandria, VA 22302 / (703) 845-9000 / Fax: (703) 845-0396

SMS Guide SMS Webcast Tutorials SMS Consultation by Telephone or email

SMS Secure, Online Event Reporting Form SMS Quarterly Online Newsletter SMS Root Cause Analysis

The prices below reflect the total number of pilots that conduct operations for your business and/or your part 135 certifcate. This

number should include all your locations. Please note that we will correspond with one Safety Manager per company and will

require additional company information once established in the program. Please check appropriate box below.

Safety Manager

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