11.2 a Statistical Review of Aviation Airframe Icing Accidents in the U.S

Total Page:16

File Type:pdf, Size:1020Kb

11.2 a Statistical Review of Aviation Airframe Icing Accidents in the U.S 11.2 A STATISTICAL REVIEW OF AVIATION AIRFRAME ICING ACCIDENTS IN THE U.S. Kevin R. Petty* and Carol D. J. Floyd National Transportation Safety Board, Washington, DC 1. INTRODUCTION For years, airframe icing has been recognized as a Past research has documented the hazards of significant aviation hazard. Icing encounters can lead to aircraft icing by identifying icing related accidents in the increased aerodynamic drag and weight, along with a late 1970s and 80s (Cole and Sand 1991). The study reduction in lift and thrust. Together, these factors result herein attempts to provide contemporary statistics on in a higher stall speed and degradation in overall aircraft airframe icing accidents by examining events that took performance. To maintain altitude and counter the place from 1982 to 2000. Although airframe icing effects of drag during flight in icing conditions, the angle accidents only accounted for a small percentage of the of attack is generally increased and power is applied to total aviation accidents, they resulted in 583 accidents the engine(s). This can further expose unprotected and more than 800 fatalities during the 19-year period. regions of the aircraft to ice accretions. If exposure is prolonged, the aircraft will lose the ability to continue 2. DATA AND METHODOLOGY stable flight. Of equal importance is ice that accumulates on The National Transportation Safety Board maintains aircraft surfaces prior to takeoff. One of the first jet air a database of civil aviation accidents and incidents. An transport category accidents linked to airframe icing occurrence is defined as an accident when the occurred on December 27, 1968. A Douglas DC-9, operation of an aircraft, with the intent of flight, results in operated by Ozark Air Lines, Inc., crashed shortly after substantial damage to the aircraft or death or serious takeoff. In this case, the aircraft suffered substantial injury to any person. In contrast, an incident is an performance penalties when it was subjected to freezing occurrence that influences the safety of an aircraft’s drizzle before takeoff. operation, but does not meet the criteria for an accident Considerable progress has been made in (49 Code of Federal Regulations (CFR) 830.2). The understanding the meteorological conditions associated NTSB database is composed mainly of accidents and with airframe icing (Sand et al. 1984; Cober et al. 1995; contains over 650 fields for each accident record, Bernstein and McDonough 2000; Politovich and including information regarding the aircraft, Bernstein 2001). A substantial amount of interest and environment, crew, injuries, and phase of flight. The research into icing, with attention to supercooled large database was used to identify accidents in which droplets (SLD), was generated when an ATR-72 was airframe icing was either a cause or factor during the destroyed after it experienced an uncommanded 19-year period from 1982-2000, with a factor defined as departure from controlled flight and crashed near any condition or situation that played a role in the cause Roselawn, Indiana (1994). A ridge of ice that accreted of the accident. This period was chosen to exclude the behind the deice boots contributed to an unanticipated influence of September 11 and to ensure data aileron hinge moment reversal and an abrupt loss of continuity. control. The accident raised awareness about the For portions of this study, accidents were stratified hazards of operating in SLD conditions, which are not into their respective segments of operation, which accounted for in 14 Code of Federal Regulations (CFR) include general aviation (GA) and 14 CFR Parts 135 Part 25, Appendix C. Because supercooled large and 121. The majority of general aviation flights are droplets can run back and freeze on surfaces behind an personal and recreational in nature; however, some airplane’s deicing boots, it is extremely hazardous. flights are conducted with the intent of generating In recent years, icing research has translated into revenue. In general, GA constitutes civil aviation applied technologies aimed at diagnosing and operations not covered under 14 CFR Parts 135 and forecasting icing hazards for both ground and in-flight 121. Part 135 generally refers to commuter airlines (i.e. aviation operations (McDonough and Bernstein 1999; scheduled) and air taxis (i.e. nonscheduled), and Part Rasmussen et al. 2001; McDonough et al. 2004). 121 normally references major airlines and cargo Continued development and improvement of such carriers1. Because of distinct operating characteristics technologies, along with training initiatives, will aid in within the Part 135 segment of operations, further reducing the number of icing related accidents. segregation into schedule and nonscheduled operations was performed. The regulatory differences between *Corresponding author address: Kevin R. Petty, 1 Prior to March 1997, scheduled aircraft with 30 or more seats fell National Transportation Safety Board, Office of Aviation under Part 121, while those with less than 30 were considered Part Safety (AS-30), 490 L’Enfant Plaza East, S.W., 135. Because of regulatory changes, Part 121 now includes all aircraft Washington, DC 20594-2000; email: [email protected] with 10 or more seats; thus, some commuters once regarded as Part 135 are now considered Part 121. scheduled and nonscheduled Part 135 operations is beyond the scope of this paper, but detailed definitions Airframe Icing Fatal Accidents (1982-2000) 20 pertaining to these sectors of operation can be found in 14 CFR 119.3. 18 GA 16 Par t135 s Par t121 3. FINDINGS nt 14 de i c 12 c A 3.1 Annual Accidents, Fatal Accidents, and 10 of r Fatalities e 8 b m 6 u N Figure 1 displays all airframe icing accidents from 4 1982 to 2000. The accidents have been grouped into 2 the three predominant segments of aviation operations: 0 GA, Part 135, and Part 121. It is clearly evident that GA accidents dominate the total number of accidents during 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 Year the period. GA accidents were responsible for 80.6% of all airframe icing accidents, while Part 135 and Part 121 Figure 2. Fatal airframe icing accidents from 1982- accounted for 17.6% and 1.7%, respectively. However, 2000. the annual GA accident rate significantly declined during the same period. The number of general aviation accidents dropped from a high of 49 in 1982 to 17 in Airframe Icing Accident Fatalities (1982-2000) 2000. 90 . 80 GA Part135 70 Airframe Icing Accidents (1982-2000) s Part121 e 60 ti i 60 l ta GA a 50 F 50 Part135 f o r s 40 t Part121 e n b e 40 m d 30 i u c N c 20 A f 30 o r 10 e 20 mb 0 u N 10 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 Year 0 Figure 3. Fatalities resulting from airframe icing 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 accidents for the period 1982-2000. 198 198 198 198 198 198 198 198 199 199 199 199 199 199 199 199 199 199 200 Year Figure 1. Aviation accidents associated with 3.2 Seasonal Distribution airframe icing for the period 1982-2000. Eighty-one percent of all airframe icing accidents took A graph depicting the number of fatal airframe icing place between the beginning of October and the end of accidents is provided in Figure 2. There were one or March. Figure 4 presents the percentage of icing more fatalities in 47% of the GA accidents, while only accidents by month, and it shows that the largest 26% of Part 135 accidents were fatal. Six out of the ten percentage of accidents happened in January. The Part 121 accidents during the period were fatal monthly distribution of accidents is well-correlated with accidents. the frequency of freezing precipitation and ice pellets in Airframe icing accidents led to 819 deaths spanning the U.S. Cortinas et al. (2004) found freezing the 19-year period reviewed in this study. As one might precipitation and ice pellets occur most frequently in the anticipate, GA accidents were responsible for the U.S. and Canada during December, January, and largest number of fatalities (522). The observed annual February. However, they noted that Arctic coastal decrease in fatalities within the GA segment of regions experience these precipitation types mostly operation is directly correlated with the decline in the between May and October. Utilizing pilot reports and overall number of GA accidents (Figure 3). Peaks in the measurements from research aircraft, Bernstein and number of fatalities linked to Part 135 and 121 McDonough (2000) found a significant relationship operations are related to some very notable U.S. icing between lower atmospheric SLD conditions and surface accidents, including Air Florida flight 90 (Washington, observations of freezing precipitation and ice pellets. DC 1982), USAir flight 405 (Flushing, NY 1992), Comair General aviation and Part 135 aircraft traditionally fly at flight 3272 (Monroe, MI 1997), and American Eagle lower altitudes and at slower speeds than air transport flight 4184 (Roselawn, IN 1994). category aircraft; as a result, they are more likely to encounter icing conditions, including SLD environments. Although it is evident that icing accidents are more approach, adjustments are made to the configuration of likely to occur in the winter months, it should be noted the airplane (increase flap setting, reduce speed, etc.). that icing accidents do occur throughout the year. When ice is present, configuration changes can cause Contrary to what might be expected, none of the an airplane to stall without warning. summer accidents were located in Alaska.
Recommended publications
  • Human Factors Industry News ! Volume XV
    Aviation Human Factors Industry News ! Volume XV. Issue 02, January 20, 2019 Hello all, To subscribe send an email to: [email protected] In this weeks edition of Aviation Human Factors Industry News you will read the following stories: ★37 years ago: The horror and ★Florida man decapitated in freak heroism of Air Florida Flight 90 helicopter accident identified, authorities say ★Crash: Saha B703 at Fath on Jan at14th Bedford 2019, landed a few atyears wrong ago airport was a perfect★Mechanic's example of error professionals blamed for 2017 who had drifted over years into a very unsafeGerman operation. helicopter This crash crew in Mali ★ACCIDENT CASE STUDY BLIND wasOVER literally BAKERSFIELD an “accident waiting to happen”★11 Aviation and never Quotes through That Coulda conscious decision. This very same processSave fooledYour Life a very smart bunch of★Aviation engineers Safety and managersNetwork at NASA and brought down two US space shuttles!Publishes This 2018 process Accident is builtStatistics into our human★Australian software. Safety Authority Seeks Proposal On Fatigue Rules ★ACCIDENT CASE STUDY BLIND OVER BAKERSFIELD Human Factors Industry News 1 37 years ago: The horror and heroism of Air Florida Flight 90 A U.S. Park Police helicopter pulls two people from the wreckage of an Air Florida jetliner that crashed into the Potomac River when it hit a bridge after taking off from National Airport in Washington, D.C., on Jan. 13, 1982. On last Sunday, the nation's capital was pummeled with up to 8 inches of snow, the first significant winter storm in Washington in more than three years.
    [Show full text]
  • A Study Into the Structural Factors Influencing the Survivability Of
    DOT/FAA/TC-16/31 A Study into the Structural Federal Aviation Administration William J. Hughes Technical Center Factors Influencing the Aviation Research Division Atlantic City International Airport Survivability of Occupants in New Jersey 08405 Airplane Accidents September 2016 Final Report This document is available to the U.S. public through the National Technical Information Services (NTIS), Springfield, Virginia 22161. This document is also available from the Federal Aviation Administration William J. Hughes Technical Center at actlibrary.tc.faa.gov. U.S. Department of Transportation Federal Aviation Administration United Kingdom Civil Aviation Authority NOTICE This research was carried out at the request of the United Kingdom Civil Aviation Authority and the United States Federal Aviation Administration. This activity has been carried out in cooperation with the Federal Aviation Administration and the UK Civil Aviation Authority under the auspices of the International Cabin Safety Research Technical Group whose goal is to enhance the effectiveness and timeliness of cabin safety research. This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The U.S. Government assumes no liability for the contents or use thereof. The U.S. Government does not endorse products or manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the objective of this report. This document does not constitute FAA certification policy. Consult your local FAA aircraft certification office as to its use. This report is available at the Federal Aviation Administration William J. Hughes Technical Center’s Full-Text Technical Reports page: actlibrary.tc.faa.gov in Adobe Acrobat portable document format (PDF).
    [Show full text]
  • Sunday Night, March 22, 1992, Usair Flight 405 Waited in Line to Take Off from New York's Laguardia Airport
    Wed., Oct. 16, 2019 - Overwhelmed Overcomer - part 1 Sunday night, March 22, 1992, USAir flight 405 waited in line to take off from New York's LaGuardia Airport. 51 people were on board, including Bart Simon, a Cleveland businessman. A snowstorm was blowing, and an already delayed flight sat in line for 30 more minutes until the control tower gave clearance for takeoff. The plane barely lifted into the air, back down, and up again. But the left wing dipped and hit antennas on the side of the runway; the fuselage began to break apart. The plane flipped into Flushing Bay. 27 people died. But Bart Simon survived. He needed stitches, shoes, and more clothes. Surviving a plane crash is a traumatic experience. Some people would never fly again. But the day after the crash, Bart Simon climbed aboard another USAir plane and flew-safely-home to Cleveland. Bart Simon is an overcomer. Fear and failure ground many people. An unknown future paralyzes people. But “God did not give us a spirit of fear, but of power and love and of a sound mind.” - 2 Tim. 1:7 John 16:33 - "I have told you these things, so that in me you may have peace. In this world, you will have trouble. But take heart! I have overcome the world." As followers of Jesus, we are called to be overcomers. Romans 8:37 - New International Version - “No, in all these things we are more than conquerors through him who loved us.” New Living Translation - “No, despite all these things, overwhelming victory is ours through Christ, who loved us.” Why do we have this victory? Because of God’s love for us.
    [Show full text]
  • Aircraft Safety Accident Investigations, Analyses, and Applications
    FM_Krause_140974-2 6/30/03 10:59 AM Page iii Aircraft Safety Accident Investigations, Analyses, and Applications Shari Stamford Krause, Ph.D. Second Edition McGraw-Hill New York Chicago San Francisco Lisbon London Madrid Mexico City Milan New Delhi San Juan Seoul Singapore Sydney Toronto ebook_copyright 7.5x9.qxd 9/29/03 11:41 AM Page 1 Copyright © 2003, 1996 by The McGraw-Hill Companies, Inc. All rights reserved. Manufactured in the United States of America. Except as permitted under the United States Copyright Act of 1976, no part of this publication may be reproduced or distributed in any form or by any means, or stored in a database or retrieval system, without the prior written permission of the publisher. 0-07-143393-7 The material in this eBook also appears in the print version of this title: 0-07-140974-2 All trademarks are trademarks of their respective owners. Rather than put a trademark symbol after every occurrence of a trademarked name, we use names in an editorial fashion only, and to the benefit of the trademark owner, with no intention of infringement of the trademark. Where such designations appear in this book, they have been printed with initial caps. McGraw-Hill eBooks are available at special quantity discounts to use as premiums and sales promotions, or for use in cor- porate training programs. For more information, please contact George Hoare, Special Sales, at george_hoare@mcgraw- hill.com or (212) 904-4069. TERMS OF USE This is a copyrighted work and The McGraw-Hill Companies, Inc. (“McGraw-Hill”) and its licensors reserve all rights in and to the work.
    [Show full text]
  • Ryan E. Quinn2
    Collegiate Aviation Review International, Volume 35, Issue 2 © 2017 When “SOP” Fails: Disseminating Risk Assessment in Aviation1 Case Studies and Analysis Ryan E. Quinn2 Saint Louis University Abstract In the early 1990s, a regional jet taking off from LaGuardia airport with ice and snow on the wings crashed into a nearby bay and killed 27 passengers and crew. The accident of USAir Flight 405 is studied critically in this review as a result of incomplete identification and dissemination of the risks involved in operations under icing conditions. The improper system risk dissemination and mitigation led the crew of USAir 405 to believe they were in a condition for a safe takeoff. In the larger context outside of this accident, unidentified hazards resulting from poor communication and company dissemination are still an everyday threat. I argue that this disconnect is a causal factor in Normalization of Deviance. Contemporary examples of safety incidents are used to support this argument and introduce possible new areas for monitoring and research. The author argues that companies should employ techniques to open new policies up for testing and feedback before being implemented as policy or standard operating procedure. Accident Narrative On the night of March 22nd, 1992, a fifty-passenger twin engine regional jet known as a Fokker F28-4000 lined up on runway 13 at LaGuardia Airport in New York City. With the Captain advancing the thrust levers, USAir 405 accelerated down the runway and reached one hundred thirteen knots. Upon “Vee R”3 being called out by the First Officer, the nose was raised to thirteen degrees pitch up under the Captain’s command and three seconds later the Cockpit Voice Recorder (CVR) registered the sound of a stick shaker4 activation.
    [Show full text]
  • CRM / SA…You’Re Not Bourne with It LESSON OBJECTIVE
    EMT Refresher 2018 James Temple CRM / SA…You’re Not Bourne With It LESSON OBJECTIVE ▪ • Define Crew Resource Management (CRM) ▪ • Explain the benefits of CRM to EMS ▪ • State the guiding principles of CRM and briefly explain each ▪ • Explain the concept of communication in the team environment using advocacy/inquiry or appreciative inquiry ▪ • State characteristics of effective team leaders ▪ • State characteristics of effective team members ▪ • Explain how the use of CRM can reduce errors in patient care IOM 1999 “To Err is Human” ▪ “People make fewer errors when they work in teams. When processes are planned and standardized, each member knows his or her responsibilities as well as those of teammates, and members “look out” for one another, noticing errors before they cause an accident.” Why Aviation? ▪ Commonalities between aviation and healthcare – High risk environment – Highly skilled professionals – Failures in teamwork can have deadly effects ▪ What aviation has learned… – Most crashes involve teamwork failure rather than mechanical failure – Accident rate reduced since the introduction of CRM Are you Chuck Norris? The Error Chain ▪ A series of event links that, when considered together, cause a mishap ▪ Should any one of the links be “broken,” then the mishap probably will not occur ▪ It is up to each crewmember to recognize a link and break the error chain Aeroflot Flight 593 ▪ Airbus A310-300 ▪ Moscow – Hong Kong ▪ March, 1994 ▪ Pilot allowed his kids (12 and 16) to sit and “control” the plane (1) – Autopilot engaged, no real control of plane – Older boy actually disengaged auto pilot with pressure on the stick – No one realized this disconnect ▪ Non-audible warning light (pilots not familiar with this particular plane) ▪ The aircraft rolled into a steep bank and near-vertical dive.
    [Show full text]
  • Florida Newspaper History Chronology, 1783-2001
    University of South Florida Digital Commons @ University of South Florida USF St. Petersburg campus Faculty Publications USF Faculty Publications 2019 Florida Newspaper History Chronology, 1783-2001 David Shedden [email protected] Follow this and additional works at: https://digitalcommons.usf.edu/fac_publications Part of the Journalism Studies Commons, Mass Communication Commons, and the United States History Commons Recommended Citation Shedden, D. (2019). Florida Newspaper History Chronology, 1783-2001. Digital Commons @ University of South Florida. This Other is brought to you for free and open access by the USF Faculty Publications at Digital Commons @ University of South Florida. It has been accepted for inclusion in USF St. Petersburg campus Faculty Publications by an authorized administrator of Digital Commons @ University of South Florida. For more information, please contact [email protected]. __________________________________________ Florida Newspaper History Chronology 1783-2001 The East-Florida Gazette, Courtesy Florida Memory Program By David Shedden Updated September 17, 2019 __________________________________________ CONTENTS • INTRODUCTION • CHRONOLOGY (1783-2001) • APPENDIXES Daily Newspapers -- General Distribution Weekly Newspapers and other Non-Dailies -- General Distribution African-American Newspapers College Newspapers Pulitzer Prize Winners -- Florida Newspapers Related Resources • BIBLIOGRAPHY 2 INTRODUCTION Our chronology looks at the history of Florida newspapers. It begins in 1783 during the last days of British rule and ends with the first generation of news websites. Old yellowed newspapers, rolls of microfilm, and archived web pages not only preserve stories about the history of Florida and the world, but they also give us insight into the people who have worked for the state’s newspapers. This chronology only scratches the surface of a very long and complex story, but hopefully it will serve as a useful reference tool for researchers and journalism historians.
    [Show full text]
  • Usair Flight
    PB93-910402 b NTSB/AAR-S3/02 WASHINGTON, D.C. 20594 AIRCRAFT ACCIDENT REPORT 1 TAKEOFF STALL IN ICING CONDlVlONS USAIR FLIGHT 405 FOKKER F-28, N485US LAGUARDIA AIRPORT FLUSHING, NEW YORK MARCH 22,1992 The Natuiond Transportation Safety Board is an independent Federal agency dedicated to promoting aviation, railroad, highway, marine, pipeline, and hazardous materials safety. Established in 1967, the agency is mandated by Congress through the Independent Safety Board Act of 1974 to investigate transportation accidents, determine the probable causes of the accidents, issue safety recommendations, study transportation safety issues, and evaluate the safety effectiveness of government agencies invo!ved in transportation. The Safety Board makes public its actions and decisions through accident reports, safety studies, special investigation reports, safety recommendations, and statistical reviews. Information about available publications may be obtained by cofitacting: National Transportation Safety Board Public Inquiries Section, RE-51 496) L'Enfant Plaza, S.W. Washington, D.C. 20594 (202)382-6735 Safety Board publications ma; be purchased, by individual copy or by subscription, from: National Technical Information Service 5285 Port Royal Road Springfield, Virginia 22161 (703)487-4600 NTSBiAAR-93IM NATIONAL TRANSPORTATION SAFETY BOARD WASHINGTON, DX. 20594 AIRCRAFT ACCIDENT REPORT TAMEOFF STALL IN ICING CONDITIONS USAIR FLIGHT 405 FOKKER F-28, N485US LAGUARDIA AIRPORT FLUSHING, NEB' YOWK MARCH 22,1992 Adopted: February 17,1993 Notation 574211 Abstract: This report explains the crash of USAir flight 405, a Fokker 38-4000, after an attempted takeoff from runway 13 at LaGuardia Airport, Flushing, New York. on March 22, 1992. ??le safety issues in the report focus on the weather, USAir's deichp procedures, industry airframe deicing practices, air naffic contrcl aspects of rhe tiighs, IjSAir's takeoff and preflight procedures, and flightcrew qualifications and training.
    [Show full text]
  • Inspection Report
    Office of the Inspector General Inspection Report REPORT ON FEDERAL AVIATION ADMINISTRATION DEICING PROGRAM Report Number: E5-FA-7-001 Date: October 2, 1996 REPORT ON FEDERAL AVIATION ADMINISTRATION DEICING PROGRAM Report Number: E5-FA-7-001 Date: October 2, 1996 Prepared by the Office of Assistant Inspector General for Inspections and Evaluations Office of Inspector General Department of Transportation Office of Inspector General, Department of Transportation EXECUTIVE SUMMARY The Office of Inspector General (OIG), Department of Transportation, conducted an inspection of the Federal Aviation Administration (FAA) Deicing Program. Following the March 1992 crash of USAir Flight 405 at La Guardia Airport in New York, New York, FAA amended Federal Aviation Regulation (FAR) Part 121.629, and developed the "Aircraft Ground Deicing and Anti-Icing Program," to prevent future icing-related accidents. This inspection was to determine how these changes improved air safety during icing conditions. As a part of the inspection, we contacted 179 officials from FAA Flight Standards Service, Air Traffic, and Airports divisions, as well as air carriers and airport operators. The FAA amended regulation still makes the pilot responsible for determining the airworthiness of an aircraft before takeoff, just like the deicing regulation prior to 1992. However, under the amended regulation, the pilot now has additional guidance, training, and support to make critical decisions on aircraft deicing. FAA sees its Deicing Program as having improved safety because
    [Show full text]
  • New Regulations for Deicing Aircraft Could Be Strengthened
    AVIATION SAFETY New Regulations for Deicing Aircraft Could Be Strengthened --. -.... illllllllllll Ill 148201 ..-. RESTRICTED-Not to be released qutside the General Accounting Office unless specifically approved by the Office of Congressional Relations. 5597~3 - RELEASE-)+ I., _. ._ ._ “. .“. ..“. _.I... ._ ._“.““.. _.“. _..I “..“I -... .~ -... l”“.l.-.” _l”i 111--1 ..-.. I---- ? “-.‘““- -” ..- ._II ._....._ “- ..^ I -..-_ -._“.I-.. -- --.-. -. ._.__.I_. --..- . --l..---._-_--.--_--_- -- I United States General Accounting Office GAO Washington, D.C. 20548 Resources, Community, and Economic Development Division B-260933 November 18,1992 The Honorable Alfonse M. D’Amato Ranking Minority Member, Subcommittee on Transportation and Related Agencies Committee on Appropriations United States Senate Dear Senator D’Amato: On March 22,1992, USAir Flight 405 crashed on takeoff in a snow storm at LaGuardia Airport, killing 27 people. The accident-which may have been caused by ice on the aircraft‘s wing’ -raised questions about whether the Federal Aviation Administration’s (FAA) regulations sufficiently address the actions that airlines must take when ice is present. In April 1992, the Subcommittee on Transportation and Related Agencies, Senate Committee on Appropriations, held a hearing to examine FAA’S regulations governing airlines’ ground operations during icing conditions. At the hearing, FAA stated that it would issue new regulations for airlines to implement by October 1, 1992. Accordingly, you asked us to (1) determine FAA’S progress in developing these new regulations, (2) describe the manner in which the new regulations address safety concerns, and (3) identify any areas needing improvement. Within 6 months following the USAir Flight 405 accident, FAA issued Results in Brief interim final regulations that more strictly govern airlines’ ground operations during icing conditions.
    [Show full text]
  • January 2017
    CRYSTAL LAKE CAMERA CLUB NEWSLETTER JANUARY, 2017 Crystal Lake Camera Club Newsletter Serving Crystal Lake, IL and surrounding communities since 1980 January, 2017 Year 2017, Issue 1 CLCC Links Website Facebook JANUARY SEASONAL IMAGE IN THIS ISSUE: This month’s image “Red Barn” was made by club member Teresa Baber in 2014 on a country road near Marengo, IL. Presidents’ Column 1,2 January Seasonal Image 1 Know Your Club Support Staff 2 Nik Support in Question 2 Find Stolen Images 2 Marken Gerhardt 2 January Iconic Photograph 3 Tips & Links of the Month 3 Club Competition Results 4 - 6 Downtown Photo Open House 6 Miscellaneous Member Activity 7 Shooting the Moon 7 Charts and Statistics 7 Small Groups 8 Humor 8 Editor, Feedback & Club Info 9 Help Wanted & Opportunities 9 Red Barn © 2014, Teresa Baber Calendars 10 Your photograph can appear here next month. The submission procedure is in the “Opportunities” section on page 9. ◊ 2017 CLCC Officers Co-Presidents : PRESIDENTS’ COLUMN Al Popp Once more, our Old Year shuffles off and a baby New Year enters from the stage wings. Chuck Rasmussen Traditionally, this is a time when folks take stock of the past twelve months and look with Vice President : Peter Pelke II bright eyes into the foreseeable future. This is a time photographers consider what they Treasurer : Grace Moline hope to accomplish during the next few months. To give them a nudge, we present a few Al Chuck Secretary : OPEN ideas to help organize their thoughts. Previous President : Lyle Anderson I will read my camera manual.
    [Show full text]
  • EXTENSIONS of REMARKS 4067 EXTENSIONS of REMARKS the FUTURE IS LONGER THAN 1 Not Sacrifice the Long-Term Interests of and Universities
    March 11, 1982 EXTENSIONS OF REMARKS 4067 EXTENSIONS OF REMARKS THE FUTURE IS LONGER THAN 1 not sacrifice the long-term interests of and universities. That wilt eliminate or fur­ FISCAL YEAR the Nation for short-term savings. As ther reduce federal support for another Dr. Kenneth Ryder, president of 200,000 students in this state alone, a total of 400,000 New York students impacted over Northeastern University, told the sub­ two years, according to the Commissioner's HON. PAUL SIMON committee, "The future is longer than analysis of the President's proposals. OF ILLINOIS 1 fiscal year." It would be unrealistic to assume that all IN THE HOUSE OF REPRESENTATIVES The testimony follows: of the students now receiving federal sup­ Thursday, March 11, 1982 TESTIMONY BY PETER K. WARREN, CHAIRMAN, port in New York are truly needy. But it PEPSICO INTERNATIONAL CHAIRMAN, COUN­ would be even more unrealistic to assume e Mr. SIMON. Mr. Speaker, the Sub­ CIL OF GOVERNING BOARDS that the mis-users and the abusers of feder­ committee on Postsecondary Educa­ I appreciate this opportunity to discuss al student assistance represent a majority of tion has been holding hearings on the with you the subject of federal investment those now receiving such grants and loans. impact of the administration's fiscal in higher education. I am here as chairman My own experience in discussions with 1983 education budget on postsecond­ of the Council of Governing Boards. The fellow trustees and financial aid administra­ ary institutions, parents, and students. Council is comprised of some 3,000 trustees tors at independent campuses around our of independent colleges and universities in state would lead me to believe that far During the subcommittee's hearings, New York State.
    [Show full text]