A HISTORY of PRIDE: 80 Years of Pilots Putting Safety and Security First

1931 2 0 11 A HISTORY OF PRIDE: 80 Years of Pilots Putting Safety and Security First

Years80

AIR LINE PILOTS ASSOCIATION, INTERNATIONAL

A HISTORY OF PRIDE:

1931 2 0 11 A HISTORY OF PRIDE: 80 Years of Pilots Putting Safety and Security First

80Years OF PILOTS PUTTING SAFETY AND SECURITY FIRST

Years80 A HISTORY OF PRIDE: 80 Years of Pilots Putting Safety and Security First

Throughout the last eight decades, airline safety and security have been at the core of ALPA’s operations.

“Schedule with Safety” has been the mission since our Association was founded, and our legacy of championing air safety carries on. It is manifested in the ongoing work and far-reaching contributions of ALPA’s network of dedicated pilot volunteers and staff working with industry groups and government officials in the United

States and Canada to ensure one level of safety and security for every airline operation – cargo and passenger.

A HISTORY OF PRIDE: 80 Years of Pilots Putting Safety & Security First

1920 s 1930s

n the early days of commercial flight – in the 1920s and 1930s – piloting was a very dangerous occupation. Professional aviators literally risked their lives daily on the job. A chilling example of this: More than half of ALPA’s founders died as a result of “unnatural” causes – airline accidents. Today, flying is much safer and more secure. In Ifact, ALPA pilots have led the way, making aviation the world’s safest mode of transportation. We in ALPA William “Big Bill” Hopson, a pilot who helped establish are proud of our efforts and advocacy to make flying transcontinental airmail service, was proof positive that piloting safer. And we can say with the greatest pride that the was dangerous in the profession’s early years. “Big Bill” died Association’s contributions throughout the years have when his airplane crashed in 1928. made a difference, touching the lives of every airline pilot, every cabin crewmember, and every passenger, from departure to arrival gate, from Boston to Level of Safety regulations that affect all airline Bangladesh and beyond. passengers (covering all airliners with 10 passenger seats or more), the creation of improved regulations In its first 80 years, ALPA either worked single- covering passenger aircraft emergency evacuations, handedly or played a key part in government/industry the formation of antiskyjacking strategies adopted cooperative efforts to improve aviation safety – in the by federal regulators, the development of safer air and on the ground. The Association was involved procedures for the carriage of hazardous materials in the development of the first air traffic control aboard airliners, and the initiation of safer land- centers, the creation of the “basic T” instrument and-hold-short operations in the United States panel layout, the development of modern collision and Canada – to name just a few of ALPA’s premier avoidance systems, the passage of stringent One accomplishments in this area.

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In addition, many of ALPA’s greatest safety “victories” are not spoken of or publicized outside of the Association’s walls. These accomplishments are our efforts to prevent other parties from attempting to decrease the margin of airline safety. In fact, many “bad” ideas have been abandoned in their earliest stages because of the perception that “ALPA would never stand for them.”

ALPA’s efforts, advocacy, and dedication to aviation safety represent the Association’s legacy to each new generation of airline pilots and their passengers, who reap the benefits of a safer traveling environment. Our efforts also represent a challenge to the current generation of pilots, and to future generations, to strive to raise the safety bar even higher.

Today, flying is much safer and more secure. In fact, ALPA pilots have led the way, making aviation the world’s safest mode of Jack Knight, “the ace of the Air Mail Service,” was one of the pioneers of airmail and transportation. the first pilot to complete the night leg of a transcontinental airmail route. Later he was a United Airlines captain and one of ALPA’s first members.

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The J-4 Swallow, a single-engine biplane, was flown by pilots during the early days of the airmail service. 1930s The 1930s was a decade of great significance for airline pilots across the United States, Canada, and beyond. It was the decade when a professional union of pilots was born to protect the interests of airmen during a decade marked by “pilot pushing,” horribly unsafe flying conditions, and a company mentality that pilots were an expendable commodity. Fly at all costs, under all conditions; just make sure that the mail is delivered on time.

Capt. David L. Behncke, a pilot for Boeing Fifth meeting, ALPA Board of Directors 1931 Air Transport (predecessor of United 1939 (BOD), which Airlines), meets with X calls for a minimum crew of three pi- 23 other “key men” lots on all aircraft over 25,000 pounds, in Chicago to officially and for the addition of a fourth pilot on launch a new pilot orga- flights over 1,500 miles (crew-fatigue nization. Among other concerns fuel ALPA’s drive to bring ad- items, the pilots ap- ditional pilots into the cockpit); and prove a name (Air Line X establishes the first ALPA technical Pilots Association) and adopt a motto committee to enhance safety – the (Schedule with Safety). More than half of Airworthiness and Performance the 24 “key men” would later perish in Committee. aircraft accidents.

The National Labor Board (NLB) renders land- This rotating 1933 mark Decision 83, limiting flight time for pilots beacon tower, and copilots to 85 hours per month. ALPA lob- located in North Platte, Neb., bied successfully for this decision. was typical of ALPA succeeds in convincing several air- airways facilities 1936 in those days. lines to agree upon the need to form air ALPA pushed for traffic control centers, the first of which the formation were located in Chicago, Cleveland, and of the first ATC Newark. centers in the mid-1930s.

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A team investigates a DC-3 that crashed near Washington, D.C., in January 1948. ALPA staff engineer C.F. Eck is pictured at far right. 1940s During the 1940s, many ALPA pilots joined the fight to preserve democracy as we know it during the Second World War. It also was a decade when ALPA first began advocating for the formation of an independent aviation safety board, and one marked by greater pilot cooperation across national borders through the creation of the International Federation of Air Line Pilots’ Associations (IFALPA).

ALPA establishes two more commit- Delegates from 52 nations meet in 1940 tees to improve safety: the Engineering 1944 Chicago to discuss the problems facing and Air Safety Advisory Committee and international aviation during the postwar the Air Traffic Control and Airway Aids period. Delegates agree to create the Advisory Committee. International Civil Aviation Organization, subject to approval by a majority of President Franklin Roosevelt sends his delegates’ governments. After two years 1940 Fourth Reorganization Plan to Congress, proposing to move control of aviation to the Commerce Department and making the Air Safety Board part of a new In the 1940s, ALPA agency called the Civil Aeronautics Board established its Engineering (CAB). ALPA lobbies against the plan on the grounds that Commerce should not and Air Safety regulate safety and investigate accidents. The Association wants the safety board Department. Sixty years to remain independent of Commerce. Time has shown the need for investiga- later, ALPA’s air safety tion agencies to be independent. structure is the largest Sixth meeting, ALPA BOD, which 1940 calls for reestablishing an independent nongovernmental safety aviation safety board – finally realized in 1966 with the creation of the National organization in the world. Transportation Safety Board (NTSB).

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of interim operations (1945–47), ICAO Pilot organizations from 16 nations sign officially comes into existence in April 1948 an agreement in London to form IFALPA. 1947. Since that date, and via ALPA’s role ALPA signs as the representative of U.S. in IFALPA (which has observer status at pilots. The agreement is an outgrowth of ICAO), the Association has been a leader a 1943 trilateral agreement among ALPA, in numerous ICAO committees and the British Airline Pilots’ Association, and study groups on international aviation the Canadian Air Line Pilots Association. safety issues. Since the day IFALPA was founded, ALPA has played a major part in innumerable 1944 ALPA hires engineer Ted G. Linnert as study committees to improve aviation the first director of the Association’s safety standards around the globe. newly created Engineering and Air Safety Department, which will monitor A group of ALPA pilots meets with technical developments in the aviation 1948 Douglas Aircraft Company engineers to industry, work with the Civil Aviation discuss improvements to the design of Authority (CAA) on aviation regulations, Douglas’s proposed DC-6. and investigate aviation accidents.

ALPA began lobbying for an independent air safety board in the early 1940s. The Association’s wish became a reality with the creation of the National Transportation Safety Board some 25 years later.

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Delegates to the 1953 IFALPA Conference include ALPA President Clarence Sayen (bottom row, direct center). 1950s In the 1950s, the concept of the modern jet transport moved from blueprint to reality. The advent of the jet kicked off a revolutionary new means of transporting people and cargo. ALPA’s air safety structure also was devised, and the framework established in 1951 has evolved into the largest nongovernmental safety structure in the world. In the ’50s, the issue of crew fatigue and rest requirements, which continues to be an unresolved item on ALPA’s safety agenda today, also became an increasing concern to pilots.

ALPA develops and puts into effect an disciplinary action by carriers or the gov- 1951 internal air safety structure based on ernment if they report dangerous occur- pilot-led committees and on air safety rences. Sayen proposes pilot-immunity-in- representatives at each ALPA pilot group. reporting programs. This was the first step toward today’s Aviation Safety Reporting 1952 12th meeting, ALPA BOD, which over- System (ASRS) and Flight Operations whelmingly votes to hold an annual Air Quality Assurance (FOQA) programs. Safety Forum. ALPA calls a strike against American 1953 ICAO adopts an international standard 1954 Airlines as a result of the company’s new for a centerline approach light system policy of scheduling pilots for more than developed by Capt. Ernie Cutrell, an eight hours of flight time in one day. The ALPA line pilot from Pan American World strike runs from July 31 through August Airways. 25, when the two sides agree to negoti- 1953 ALPA holds its first annual Air Safety ate flight-time limitations. Forum. Among the topics discussed are 13th meeting, ALPA BOD, which calls for cockpit standardization, fire hazards, ap- 1954 a federal requirement that all cockpit proach lighting, emergency evacuation, crewmembers possess commercial pilot and noise abatement. certificates, ensuring that professional In ALPA’s News Bulletin, Association pilots are in the cockpit seats of all com- 1954 President Clarence Sayen cautions airlines mercial airliners. that incident reporting systems aren’t working effectively because pilots fear

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The work of a single ALPA TWA line The Civil Aeronautics Board rules that U.S. 1955 pilot, Capt. Larry DeCelles, during the 1957 domestic carriers must schedule flights investigation into the crash of a TWA realistically so at least 75 percent of all Martin 404 in New Mexico, proves that flights can be completed on time. ALPA the probable cause of the accident was urged the CAB for three years to stop a malfunction of the flux gate compass airlines from publishing unrealistic sched- – not pilot negligence. DeCelles’s work ules, which would undermine safety. leads to the development of instrument ALPA President Sayen meets with CAA comparators. 1957 officials to discuss how ALPA pilots may ALPA representatives visit Boeing, participate in the certification of new 1955 Douglas, and Lockheed to discuss devel- transport aircraft. opment of jet transports. The B-707 is President Dwight Eisenhower signs the currently undergoing flight testing; the 1958 Federal Aviation Act of 1958, which re- DC-8 is in the design stage. places the Civil Aeronautics Act of 1938 ALPA pushes for standardized use of a and creates a new independent body 1956 “standard T” layout for cockpit instru- – the Federal Aviation Agency (FAA) – to mentation in aircraft, developed by regulate airlines. The Act separates the the Association, to the IFALPA Cockpit Standardization Study Group. The Study Group approves the proposal and forwards it to the IFALPA Athens Conference, which approves the “T” design as the worldwide standard for cockpit instrumentation layout.

The CAA issues the requirement for two 1956 pilots on Sikorsky S-58 helicopters following months of ALPA lobbying against a single-pilot operation. 1956 14th meeting, ALPA BOD, which X establishes the annual Air Safety Award for “outstanding contribution The DC-8 was one of the first jet airliners. ALPA worked with various by members in the field of air safety” aircraft manufacturers to develop jet transports. – ALPA’s most prestigious safety award; X establishes a committee to investigate transport of hazardous materials The work of a single ALPA (HAZMAT); TWA line pilot . . . leads to the X adopts a new policy calling for a mandatory requirement that all cockpit development of instrument crewmembers be pilot-qualified; and X establishes the Gold Medal Award to comparators. 1955 recognize heroic pilots.

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CAB from the Commerce Department but retains the Board’s authority over economic matters and accident investigations. The Act also creates the first airway development fund, primarily at ALPA’s request.

President Eisenhower establishes a 1958 Presidential Emergency Board (PEB) to hear the dispute between Eastern Air Lines and its pilots over whether flight engineers should be pilot-qualified. ALPA favors pilot training for FEs, while the Flight Engineers International Association (FEIA, which represents EAL second officers) does not. Both unions are threat- ening to strike over this issue. On July 21, the PEB issues its report, which validates ALPA’s position, recommending that cockpit crewmembers on Eastern jets be pilot-qualified.

A dispute over flight hours and daily duty 1958 rates prompts the pilots at American Airlines to call a strike on December 20. The strike ends on January 10, 1959.

IFALPA approves the “standard T” instrumentation layout in aircraft— developed by ALPA—as the worldwide standard for cockpit instrumentation layout. 1956

8 AIR LINE PILOTS ASSOCIATION, INTERNATIONAL Years80 An accident investigation team works in the late 1960s. ALPA has participated in numerous accident investigations around the globe to protect the interests of downed pilots and their families. 1960s Although the late 1950s marked the birth of the jet transport, the 1960s marked the first widespread use of this revolutionary new form of transportation, which created a whole new set of safety concerns. During this decade, the NTSB was created under the new Department of Transportation (DOT) to investigate accidents – an idea ALPA strongly advocated for many years. (The agency severed its organizational ties to DOT in 1975.) And, in the ’60s, ALPA led the way to improved regulations covering aircraft emergency evacuations – the culmination of decades of work spearheaded by a dedicated ALPA safety volunteer, Capt. Vic Hewes of Delta Air Lines.

Following two years of concerted ALPA The Feinsinger Commission recommends 1960 effort, the FAA issues a regulation requir- 1961 to President John F. Kennedy that four- ing weather radar on all large transport man jet crews gradually be reduced to aircraft (with certain exceptions). This ac- three-man crews and that ALPA and the tion improves the safety of these aircraft FEIA merge. Neither “peace nor safety on by allowing pilots to detect and avoid the airlines will be fully assured as long thunderstorms. as there are two unions in the cockpit,” the commission says. The FAA institutes Project Scan – a “third- 1960 party” reporting system for pilots to re- After a great deal of lobbying by ALPA and port near misses without fear of enforce- 1961 other airline-interest groups, President ment action. Under Scan, pilots report Kennedy signs legislation making aircraft to the Flight Safety Foundation, which will analyze reports and send statistical In the 1960s, the National summaries to the FAA. The FAA will not have access to the original reports. ALPA Transportation Safety Board endorses the project, which is to run only six months, and expresses hope to the (NTSB) was created— FAA “that it may be expanded into an effective incident reporting system.” an idea ALPA strongly advocated for many years.

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hijacking and other violent acts aboard 18th meeting, ALPA BOD, which creates aircraft federal crimes punishable by 1964 a special committee to formulate policy death or prison terms. on crew complement for each new transport aircraft. During ALPA-promoted fire tests in 1963 Cleveland, Ohio, toxic gases from burn- President Lyndon B. Johnson signs a bill ing aircraft cabin interiors are discovered. 1966 creating the DOT to consolidate vari- Findings lead to flame-resistant materials ous agencies dealing with transporta- in cabins, a greater impetus to improve tion, including the FAA (renamed the fire-extinguishing capabilities, and an im- Federal Aviation Administration). The law proved likelihood of passengers’ surviv- also creates the five-member National ing future airline accidents. Transportation Safety Board within the DOT to investigate transportation ac- 1963 The ALPA Executive Board meets to dis- cidents. Before this time, the CAB in- cuss the failure of the American Airlines vestigated aviation accidents. ALPA had Master Executive Council to abide by passed internal policy and lobbied for ALPA policy on crew complement while this change since 1940. negotiating its new contract. ALPA policy calls for pilot-qualified FEs on jet aircraft, 19th meeting, ALPA BOD, which reinsti- but the MEC is not willing to negotiate 1966 tutes mandatory policy requiring three for this standard. The Executive Board pilots on all new aircraft and makes that decides to remove the MEC as the bar- policy part of ALPA’s Constitution and By- gaining agent for the American pilots. Laws (Article XX). The MEC refuses to accept the decision ALPA’s All-Weather Flying Committee and decides to separate from ALPA and 1967 visits the Douglas Aircraft Company to form its own independent union – the examine and flight-test the Elliott head- Allied Pilots Association – in April. up display on the DC-9 – the first such installation on a civil jet transport. ALPA’s All-Weather Flying Committee adopted a policy calling for the use of HUDs on civil transports in 1962.

ALPA President Charles Ruby meets with 1967 FAA Administrator William McKee to cau- tion that the United States’ crowded skies require three-member flight crews on the new Boeing 737. Ruby says, “The human skills of today’s professional airmen are our most important asset in dealing with the mounting traffic problems.”

ALPA hires its first aeromedical adviser, 1969 Dr. Richard Masters. ALPA today recommends that airports use airport fire trucks like this one. In the 1960s, the FAA issued improved regulations for aircraft emergency evacuations and airport fire-extinguishing capabilities—to the benefit of crewmembers and passengers alike—after literally decades of work spearheaded by a dedicated ALPA safety volunteer, Capt. Vic Hewes (Delta).

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A BOAC VC-10 hijacked in Jordan is blown up in September 1970. The 1970s were marked by a tremendous rise in aircraft hijackings across the globe. 1970s The 1970s marked a difficult time for the U.S. airline industry. The threats of skyjacking became realities and hit closer to home. Despite the difficulties, the decade did contain some success stories in the area of aviation safety: ALPA’s Safe Transportation of People (S.T.O.P.) campaign was victorious, the FAA established the first airport certification requirements after nearly three decades of pressure by ALPA, and NASA launched the Aviation Safety Reporting System (ASRS) – an airline incident database that ALPA helped pioneer. ALPA also initiated the first studies on the role of wind shear in airline accidents.

President Richard Nixon signs legislation X calls for the development of a colli- 1970 creating the Airport and Airway Trust Fund sion avoidance system to replace the to pay for the Airport Development Aid outdated concept of “see-and-avoid”; Program and other safety-related projects and through user taxes. ADAP replaces the X turns down a proposal to let each Federal Aid Airport Program, which was MEC decide crew complement policy funded from the general treasury. ALPA for its own pilots. was a prime and outspoken supporter of At ALPA’s urging, the world’s first airport creating the trust fund. 1971 disaster drill takes place in Oakland, Calif. ALPA identifies the need for an airborne The National Fire Protection Association 1970 collision avoidance system and begins and ICAO later write materials on the work to make such a system a reality. subject with heavy input from ALPA. In 1987, the FAA requires that full-scale ALPA’s Aeromedical Office is established emergency drills be practiced every three 1970 in Denver, Colo. years at certificated airports.

21st meeting, ALPA BOD, which 1970 After three decades of lobbying X establishes a permanent Flight Se- curity Committee and authorizes a by ALPA, the FAA creates an airport suspension of service (S.O.S.) if any crewmember or passenger is killed certification program. 1972 during a skyjacking attempt;

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After 30 years of lobbying by ALPA to cre- 22nd meeting, ALPA BOD, which estab- 1972 ate an airport certification program, the 1972 lishes an antihijacking campaign to lobby FAA adopts a regulation (Part 139) re- for stronger measures against terrorism. quiring airport operators to obtain a certificate from the FAA showing that they comply with safety standards.

ALPA announces plans for an a suspen- 1972 sion of service (S.O.S.) to all countries that aid aircraft hijackers. Two days later, IFALPA calls for a worldwide S.O.S. by pilots on June 19 if the United Nations fails to make a prompt attempt to stop hijackings. On June 18, after the UN fails to respond to IFALPA’s plea, the Air Transport Association (ATA) obtains a court order restraining ALPA pilots from participating in the IFALPA boycott, which takes place as planned on June 19. In 1972, ALPA initiated the first studies to help identify the effects of wind shear on aircraft performance. ALPA initiates the first studies to help iden- 1972 tify the effects of wind shear on aircraft performance. The initial work is based on Following the 1970 in-flight fire on Pan the 1972 TWA accident at JFK Airport. 1973 Am Flight 160, started by an improperly packaged shipment of nitric acid, and the airplane’s subsequent crash at Boston’s Logan Airport, ALPA launches Project S.T.O.P. Airline pilots start refus- ing shipments of all HAZMAT, except certain critical items such as medicine.

ALPA publishes the first “S.T.O.P. 1974 Checklist” for pilots on transporting HAZMAT.

ALPA introduces the Human 1974 Intervention and Motivation Study President Richard (HIMS) – the first reliable, systemwide Nixon signed the U.S. program to help airline pilots with sub- Antihijacking Act of stance abuse problems. 1974. Beginning in the 1970s, when the After years of intense lobbying by ALPA, threat of hijacking 1975 the FAA approves rules requiring ground reached its all-time high, ALPA was proximity warning systems (GPWS) in intimately involved airliners. Use of GPWS has significantly in activities to curb reduced controlled-flight-into-terrain aircraft hijacking and (CFIT) airline accidents. Lobbying was improve airport and based upon evaluations conducted aircraft security. on commercially available hardware.

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However, not until the 1974 TWA Flight After strong urging by ALPA, Congress 514 accident near Dulles Airport did 1976 renews ADAP. congressional interest force appropri- FAA Administrator Langhorne Bond tries to ate FAA action. In addition to mandated 1979 severely modify ASRS – by eliminating the GPWS, the accident leads to the cre- waiver of disciplinary action for crewmem- ation of ASRS and clarifies the ATC in- bers reporting an incident to ASRS. ALPA struction “cleared for the approach.” and the airline industry are quick to con- President Gerald Ford signs the demn the intended action, and at a hearing 1975 Transportation Safety Act of 1974, remov- convened by Congress, a united airline in- ing the NTSB from the DOT. This marks dustry strongly opposes the FAA’s proposal. the first time since 1966 that responsibil- ALPA participates in hearings and supports ity for investigating accidents is vested NASA’s ASRS Advisory Subcommittee in its in an independent agency. The Act also opposition to the proposal. The FAA then directs the DOT to draft new regulations backs down from its original proposal and on the shipment of HAZMAT. ALPA pushed issues a rule that a waiver of disciplinary for both reforms. ALPA was, and remains, action would be available only if a reporter an active participant in all accident inves- has not been found guilty of violating a fed- tigations involving ALPA members and eral aviation regulation within the preced- in many that do not but that have safety ing five years. implications for ALPA members and the flying public.

ADAP expires for lack of congressional 1975 legislation to renew it. ALPA urges law- makers to continue it.

After more than two decades of urging 1976 by ALPA for a pilot incident-reporting system with immunity protections based on foreign carriers’ success with similar systems, the National Aeronautics and Space Administration’s Ames Research Center in California begins operating ASRS to develop a database of the safety problems encountered by pilots and controllers in the day-to-day environment. ASRS has become the model for reporting systems worldwide. ALPA was a principal proponent of ASRS and has been represented on NASA’s ASRS Advisory Subcommittee since it was created. The Association also participated in the NTSB investigation/hearing into the cause of Containers are labeled as HAZMAT. In 1973, the previously mentioned TWA Flight ALPA introduced Project S.T.O.P. to urge the U.S. 514 accident, where ALPA was instru- government to improve its regulations covering the mental in highlighting the need for such air transport of hazardous materials. a system, which led to its creation and implementation.

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In 1980, ALPA pilots march in front of the White House to protest the government’s failure to fulfill its safety responsibilities in the wake of deregulation. 1980s The 1980s meant one word to anyone involved in the airline industry: deregulation. The Airline Deregulation Act of 1978 forever changed the landscape of the airline industry in the United States. During the process, three of the “powerhouse” airlines – Eastern, Braniff, and the original Pan Am – went out of business, along with other major consequences of this reinventing of the U.S. aviation economy. Deregulation also created a whole new wave of safety concerns. However, the ’80s also provided ALPA with some long-fought-for safety victories: traffic alert and collision avoidance system (TCAS) requirements for Part 121 operations, passenger “fasten seatbelt” signs in airplanes, adoption of the Association’s antiskyjacking strategy by federal regulators, and federal approval of crew resource management (CRM) training, to name just a few.

ALPA pilots, dressed in uniforms and car- 1980 rying placards, march in front of the White 1981 The FAA approves a regulation requiring House in a day-long safety protest against “fasten seatbelt” signs in passenger air- the Carter administration’s failure to fulfill craft cabins. This was achieved through its responsibilities in the area of aviation an ALPA petition and eight years of work safety in the wake of deregulation. by Capt. Ray Lahr, a United Airlines line pilot, who pushed it because of a tur- ADAP – begun in 1970 and renewed in bulence encounter on one of his flights 1980 1976 – expires, shutting off funds for during which one of his passengers was airport improvements until Congress seriously injured. decides whether to renew it. ALPA again urges the program’s renewal. ALPA’s Executive Board votes to cancel a 1981 planned S.O.S. after receiving assurances 26th meeting, ALPA BOD, which from Transportation Secretary Drew Lewis 1980 that the Reagan administration will pay X authorizes the Executive Board to con- close attention to ALPA’s concerns about duct a nationwide S.O.S. to demonstrate aviation safety. In February, Secretary ALPA’s concern over airport certification, Lewis announces the names of three cockpit voice recorder tapes, medical standards, flight time/duty time limita- individuals who will serve on a presiden- tions, and other safety issues. tial task force to study the issue of crew complement on future transport aircraft.

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The President’s Task Force on Aircraft 27th meeting, ALPA BOD, which 1981 Crew Complement opens two weeks of 1982 XX authorizes ALPA to “explore all hearings on whether the government avenues available to its committees should require two or three pilots on and staff to effect an acceptable future transports (MD-80, B-757, and resolution of the flight time/duty B-767). President Ronald Reagan estab- time problems, up to and including a lishes the task force with the understand- suspension of service”; ing that ALPA will abide by its recommen- XX agrees “to abide by the recommendations. The Association makes a detailed dations of the Presidential Task Force presentation favoring three-member on Aircraft Crew Complement”; crews, but the task force deems two- person crews sufficient. To offset the loss, XX approves obtaining “legislative relief ALPA achieves a greater level of participa- designed to prevent abuse or misuse of cockpit voice recorder (CVR) tapes tion in the aircraft certification process. by outside agencies and persons”; At ALPA’s request, Congress for the first XX opposes use of video monitoring 1982 time includes, in the reauthorization of equipment in the cockpit for any ADAP, language that states that the use reason; of safety facilities in aviation must be XX directs “revision of operational maximized. At ALPA’s urging, the Act’s procedures and instrumentation to Declaration of Policy designates the fol- increase stall margins during com- lowing safety items, among others, to be pounded emergencies”; given the “highest priority” for installa- XX encourages the development and tion, operation, and maintenance at air- installation of runway distance-to-go ports that serve airlines: markers; XX precision and full approach lighting XX seeks “all aircraft employed in sched- systems for each primary runway; uled air transportation services [to] XX grooving or friction treatment for all be upgraded to comply with certifica- primary and secondary runways; tion of FAR 25” (minimum engine-out criteria for minimum acceptable risk XX nonprecision instrument approaches levels to ensure safety). This was for all secondary runways; the first step of ALPA’s One Level of XX runway edge and end identifier lights Safety program; and and markings; XX urges that aircraft takeoff perfor- XX electronic or visual vertical guidance mance “account for all runway condi- on all runways; and tions,” including wet, dry, and contaminated, engine failure, and more. XX radar approach coverage for all airport terminal areas. 1984 The FAA publishes standards for runway Congress passes ALPA-requested legisla- distance-to-go-markers. ALPA began peti- 1982 tion that upgrades the required qualifica- tioning for marker requirements in 1975. tions of members of the NTSB, mandat- ALPA publishes a revised pilots’ guide for ing for the first time that a majority of 1984 carrying dangerous goods, encompassing the members of the Board, including the the ICAO standards. chairman, be technically qualified with an expertise in transportation and accident investigation.

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28th meeting, ALPA BOD, which aircraft under the regulations. To date, 1984 no known HAZMAT incident or accident X directs the Association to “seek appro- can be attributed to a shipment that has priate revision of existing international met each of the applicable regulations. and supplemental flight time limitations through the regulatory process.” After years of pointing out deficiencies 1985 in Part 23 (10–19 passenger seats) airplanes, the FAA issues a proposed rule to address many of ALPA’s concerns. The Association’s involvement in the FAA’s airworthiness review helps the agency and aircraft manufacturers develop separate and additional certification criteria for a new “commuter” category that takes into consideration these larger Part 23 aircraft widely used by regional airlines. The commuter category adds increased safety measures to the following areas, including, but not limited to, takeoff path, engine-out climb, balked landing, emergency evacuation and exits, In 1985, the FAA issues separate and additional safety criteria for fire extinguishing systems, and operating commuter aircraft after years of urging by ALPA. procedures and performance information provided.

ALPA, the FBI, and the FAA develop a ALPA suspends the S.T.O.P. program as 1985 common strategy for hijacking situations 1984 a result of the DOT’s accepting the in- – a confidential operations plan to be ternational HAZMAT/dangerous goods used when an aircraft is hijacked. standards adopted by ICAO’s Dangerous Goods Panel. ICAO’s Technical The FAA issues an advisory circular (AC) Instructions contain criteria that address, 1985 allowing specifically equipped twin- meet, or exceed ALPA’s concerns – some engine transports to fly over the North of which were highlighted in a 1970 Pan Atlantic for as long as 120 minutes at Am accident. Suspension of the program single-engine cruise speed from a suit- does not end S.T.O.P., but moves ALPA’s able diversion airport. ALPA plays a vital focus to monitoring criteria for the role in ensuring that safety is considered proper acceptance of HAZMAT aboard in extended-range twin-engine operations and follow-up policy that extends President Ronald Reagan signs ETOPS to 180 minutes. into law a bill, strongly advocated After several years of intense negotia- 1985 tions among ALPA, the airline industry, by ALPA, that enhances the ability and the FAA, the agency publishes a rule of the United States to combat on domestic flight time/duty time limitations – the first successful rulemaking on international air piracy. this issue since the 1940s. Within several 1985 years, however, shortcomings and loop- holes are identified in the new regulations.

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President Reagan signs into law a bill, 30th meeting, ALPA BOD, which op- 1985 strongly advocated by ALPA, that en- 1986 poses privatization of the U.S. air traffic hances the ability of the United States to control system. combat international air piracy. The law requires the secretary of transportation 1987 As a result of congressional pressure and to ensure that foreign airports meet ICAO enactment of ALPA-generated legislation, security standards, and authorizes specific the FAA issues regulations requiring TCAS funds to combat international terrorism in passenger aircraft to help minimize and to improve research and develop- the possibility of midair collisions. ALPA ment in the area of detecting explosives. played a key role in the development of TCAS and has been a major advocate A postcard mail-in campaign by ALPA of airborne collision avoidance systems 1985 members blocks a manufacturer’s effort since 1970. Since the introduction of to obtain eligibility for federal funding of TCAS, no airliner in U. S. airspace has the pulsed light approach slope indicator been involved in a midair collision. (PLASI) – a single-light visual aid – vastly inferior to the visual approach slope indicator (VASI) or the precision approach path indicator (PAPI).

After more than two decades of urging by 1986 ALPA, the FAA announces a runway pave- ment grooving directive. Preliminary testing on grooving began in the early 1960s.

ALPA pilots create a postcard mail-in cam- 1986 paign describing master minimum equipment list (MMEL) abuses to the FAA. The campaign leads to the FAA’s adopting an “ABCD” category system, which establishes the maximum length of time that each individual item/system may remain inoperative.

ALPA forms an MMEL Project Team to 1986 work with the aviation industry and the FAA to develop consensus on MMEL policy determination. The effort results in the FAA’s issuing more than 100 policy letters that standardize MMEL relief across aircraft fleets on many items/systems.

ALPA is the principal participant in the 1986 formulation, drafting, and enactment of legislation, sponsored by Sen. Robert Byrd (D-W.Va.), to establish a presidential commission to examine the dual roles of An ALPA accident investigator uses a special the FAA as aviation promoter and avia- microscope to examine foil tape from the flight data tion safety regulator. The commission is recorder retrieved from an accident circa 1978. also directed to study the effect of airline deregulation on the margin of safety.

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Due in great part to years of work RTCA – a nonprofit corporation that acts as 1987 by ALPA safety volunteers to force 1988 a federal advisory committee to the FAA – acknowledgment of the effects of issues a recommendation prohibiting the microbursts and to minimize the wind- use of personal electronic devices during shear threat, the FAA releases long- takeoff and landing. ALPA has long advo- needed procedures on how to effectively cated against the use of PEDs by passengers deal with microburst encounters: during critical stages of flight because of the The Windshear Training Aid. With an dangers of electromagnetic emissions from extensive background in “real-world” the devices interfering with avionics. flight operations, ALPA participated in the development of the training aid and 1988 31st meeting, ALPA BOD, which recom- agrees to endorse the final product, if it mends additional studies on the effects is subject to alterations, as needed. The of fatigue associated with regional and Association also encourages the creation short-haul operations. of wind-shear detection equipment. The President Reagan signs into law a bill, ad- training aid and detection equipment 1988 vocated by ALPA, that forbids the manu- have helped reduce the number of airline facture, sale, importation, or possession accidents attributed to wind shear today. of any firearm that an X-ray machine cannot detect.

Pilots use TCAS in the cockpit. Since the early 1970s, ALPA has been a key proponent of the installation and use of TCAS II. In 1987, the FAA approved federal regulations mandating these airborne collision-avoidance systems in passenger aircraft. ALPA continued to work to get TCAS mandated in cargo carriers.

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An oxidizer fire in a Class “D” cargo compart- The FAA issues an Airworthiness 1988 ment, attributed by the NTSB to the loading 1989 Directive on the B-737 air/ground sen- of an undeclared shipment of HAZMAT that sor – a direct result of the ALPA Accident was improperly packaged, labeled, docu- Investigation Department’s investigation mented, and loaded, almost results in the into numerous B-737 overrun accidents. downing of an American Airlines MD-80 in The B-737 is the most widely used jet in Nashville. ALPA’s participation in the NTSB the airline industry today. investigation points out the Association’s primary concern that the shipment was un- 1989 The FAA releases an AC on CRM train- declared. ALPA considers removal of unde- ing. The AC was a direct result of rec- clared HAZMAT to be the Association’s next ommendations derived by the Joint priority regarding the issue. Government/Industry Task Force on Flight Crew Performance, in which ALPA ALPA supports and participates in the was a key participant. CRM is an inte- 1988 development of a notice of proposed gral part of the Advanced Qualification rulemaking (NPRM) on Class “B” combi- Program (AQP) – a voluntary method for cargo compartments, following the airlines to use for improved crew train- November 1987 loss of a South African ing – that ALPA also vigorously supported Airways B-747 over the Indian Ocean. The during its development. accident is the result of a major onboard fire in the main deck Class “B” cargo compartment. The FAA evaluates smoke and fire detection and suppression systems ALPA pilots create a postcard mail- contained within Class “B” main deck cargo compartments and finds that these in campaign describing master systems have significant deficiencies. The minimum equipment list (MMEL) NPRM requires that main deck Class “B” cargo compartments exceeding 200 cubic abuses to the FAA. The campaign feet meet the more stringent require- leads to the FAA’s adopting an ments of Class “C” cargo compartments. ‘ABCD’ category system, which The FAA releases a final rule limiting the 1989 distance between aircraft exits to 60 feet establishes the maximum length of (to prevent Boeing from removing the time that each individual item/system overwing exit from B-747s), as a result of strong technical efforts by ALPA’s Accident may remain inoperative. 1986 Survival Committee. Also because of this committee’s work, the FAA releases final rules for cargo and baggage compartment fire protection, improved seat safety standards for newly certificated aircraft, and the inclusion of infants and non–fare- paying passengers on manifests.

Alaska Airlines installs head-up displays 1989 (HUDs) in its B-727 fleet, leading to widespread use. Pan Am installed the first HUDs in B-747s 21 years earlier, but they were used for only one year.

80Years OF PILOTS PUTTING SAFETY AND SECURITY FIRST 19 Years80

ALPA was part of the team that designed this B-777 flight deck and other aspects of the airplane. The design team received the prestigious Collier Trophy for 1995. 1990s During the 1990s, the airline industry had to deal with the aftershocks of deregulation. It also was the decade of several major airline tragedies. However, some of these accidents led to aviation safety enhancements, including the redesign of the B-737 rudder control system, improvements to the ATR-42/72 wing deicing boots, and changes in pilot training on aircraft performance in icing conditions. The crown jewel of ALPA’s safety work during this era was our successful campaign for One Level of Safety, to bring Part 135 operations with more than nine passengers up to the same standards as Part 121 operations. The FAA adopted this standard in 1995.

President George H. W. Bush signs into closely with ICAO, ALPA influences an 1990 law the Airport Noise and Capacity Act of international implementation program 1990, establishing national noise abate- to provide for an adequate safety analy- ment procedures for all U.S. airports. sis and a graduated implementation ALPA plays a critical role as part of a small schedule. ALPA has continued this aggres- industry working group on noise, which sive approach toward reduced oceanic develops U.S. standardized noise abate- separation minima into the Pacific, the ment procedures. Caribbean, and the Gulf of Mexico, to provide the safest possible operational envi- President George Bush signs into law ronment for our pilots and passengers. 1990 ALPA-drafted legislation that requires special procedures for use of CVR tapes The FAA issues a rule requiring either or transcripts during court proceedings 1990 an approved airborne wind-shear warn- to keep irrelevant portions out of public ing and flight guidance system (reactive) scrutiny. or an approved airborne detection and avoidance system (predictive) in all tur- 1990 Beginning in 1990 and continuing through bine-powered aircraft manufactured after the mid-1990s, ALPA pilots are involved January 3, 1991. ALPA supports the pre- in national and international aviation dictive equipment alternative and urges activities to ensure that reduced vertical all airlines to install this option. separation minima (RVSM) procedures in the North Atlantic Track System are implemented in a safe manner. Working

20 AIR LINE PILOTS ASSOCIATION, INTERNATIONAL A HISTORY OF PRIDE:

The Commission on Aviation Security and for NPRMs, ACs, and other guidance ma- 1990 Terrorism issues a final report that accepts terials. ALPA actively participated in the a number of ALPA recommendations on creation of ARAC, and continues to partici- countering aviation-related terrorism. pate as a leader and an active member of ALPA also joins the U.S. State Department the committee’s working groups. and the ATA in establishing an antiterror- ism reward fund.

The FAA issues an airworthiness directive 1990 on B-737-300/-400/-500, B-767, B-757, and B-747-400 rudder trim systems as a result of numerous electric rudder trim system anomalies reported to the FAA by ALPA as part of the USAir 5050 (LaGuardia Airport) accident investigation.

The FAA publishes a final rule on Class “B” 1990 combi-cargo compartment regulations. The FAA establishes a study group to investigate and develop certification criteria for main deck cargo compartments. ALPA The crash of USAir Flight 5050 resulted from a high-speed rejected takeoff at New York’s LaGuardia Airport in September ensures that safety provisions are in- 1989. Investigation into the accident led to improved FAA cluded in the rulemaking, which increases regulations covering rudder trim systems in the B-737-300/-400/- the margin of safety for main deck cargo 500, the B-767, the B-757, and the B-747-400. compartments.

32nd meeting, ALPA BOD, which recom- ALPA works successfully to restrict the 1990 mends that any security screening of 1991 number of different models of a single- flightcrew members be performed “at type aircraft that can be included un- a discrete screening facility” away from der a pilot’s common type rating. The passenger screening. Association’s efforts are significant in limiting the number of aircraft covered after Through ALPA’s leadership, the FAA or- aircraft manufacturers begin to upgrade 1991 ders all air carrier airports certificated the avionics and flight management sys- under FAR Part 139 to improve taxiway tems in their older models and in newer signs (to use international standards for derivative aircraft. As an example, the signs) by January 1, 1994, to help prevent DC-9-10/20/30s are covered by a differ- runway incursions. The signs help identify ent type rating than the MD-80. Similar taxiway location, mandatory hold posi- type ratings exist in the Airbus fleet. tion, and runway location. Pilots will no longer have to taxi aircraft on taxiways 1991 ALPA, along with the ATA, the FAA, the with nonstandard signs. National Oceanic and Atmospheric Administration, and the U.S. Geological The FAA establishes the Aviation Rulemak- Survey, sponsors the first international 1991 ing Advisory Committee to speed rulemak- symposium on volcanic ash and aviation ing and distribution of essential advisory safety. ALPA continues to take a leading information to the airline industry. ARAC role in developing U.S. and international allows the airline industry and the FAA safety procedures and technology to help to discuss operational certification issues pilots effectively avoid encounters with and develop consensus recommendations volcanic ash.

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After three years of concerted lobbying by Congress approves ALPA’s request for 1992 airline industry groups, led by ALPA, the 1992 a $400,000 grant to continue the HIMS FAA issues a final rule to govern standards program. and procedures for ground deicing fluids. 33rd meeting, ALPA BOD, which ALPA previously declared the FAA’s Part 1992 135 ground deicing NPRM unacceptable XX recommends the initiation of remote and unsafe because it was based on a con- end-of-runway de/anti-icing and cept of two levels of safety for the travel- inspection facilities at air carrier air- ing public (those flying in aircraft meeting ports having winter operations; and Part 121 requirements and those flying XX supports the establishment of a Tran- under Part 135 requirements). sient Crew Security System (TCSS). After intense lobbying by ALPA, the FAA 1993 expands the TCAS requirement to Part 135 operations.

The FAA AC for Noise Abatement 1993 Profiles becomes effective. ALPA’s Noise Abatement Committee successfully leads an industry working group to develop this circular, which establishes standardized noise abatement departure procedures and recommends changes to standardized air carrier operations specifications to incorporate specific departure profiles.

At ALPA’s urging, Congress appropriates Ash rises as Mount St. Helens erupts in May 1980. 1993 $2 million for the FAA to test and implement TCSS. With ALPA’s active participation, the FAA develops a magnetic stripe card system first tested in 1995–97 and approved by the agency in 1998.

FAA Administrator David Hinson directs 1993 air traffic controllers to issue wake turbu- lence warnings to pilots landing behind B-757s after a corporate jet in Santa Ana, Calif., crashes, killing five people. ALPA’s Accident Investigation Board stud- ied wake vortices for many years and urged policy makers to provide regulatory means for pilots to more accurately judge how to avoid wake vortices. 1994 USAir Flight 427 crashes in a wooded Ash from the eruption of Mount Pinatubo, Philippines, in June area near Aliquippa, Pa., killing all 132 1991 coats an airplane. ALPA is one host of the first international persons on board. The crash spurs the symposium on volcanic ash and aviation safety that year. longest NTSB investigation in history to that time. Again, ALPA fights the unjust

22 AIR LINE PILOTS ASSOCIATION, INTERNATIONAL A HISTORY OF PRIDE:

claim of pilot error – the probable cause of the accident is finally determined to be a malfunction in the B-737 rudder control system. ALPA plays a leading role in that determination, and in the redesign of the B-737 rudder control sys- The Chart Clinic – Twenty Sixth in a Series tem. As a result of the findings, the FAA FAA has prescribed straight-in landing minimums to the “other” runway which does develops regulations directing the entire not have the localizer installation. This was done so that the circle-to-land minimums B-737 fleet – the most widely used com- do not have to apply to the “other” runway. The sidestep minimums are authorized mercial aircraft – to be retrofitted with when the centerlines of the parallel runways are no more than 1,200 feet apart. When an improved rudder control system. the sidestep maneuver is authorized for the non-ILS runway, a separate straight-in land- EAGLE, COLORADO circle-to-land minimums Soon the B-737 will have the same re- BY JAMES E. TERPSTRA ing minimum column will be included in the ous terrain around an airport is so signifi- SR. CORPORATE VICE PRESIDENT, JEPPESEN minimums box. For example, the ILS dundancy in its flight controls as other cant, some night operations may be limited Runway 28L approach to San Francisco has or not authorized at night. This is true for the ou are shooting the ILS Rwy 28L a minimums column titled “SIDESTEP jet transport aircraft have. landing minimums at Eagle, Colorado. approach. After you report the marker LANDING RWY 28R.” inbound, the tower advises you to Notice the note below the circle-to-land min- Y The straight-in landing minimums for the expect landing on Runway 28 Right. Can imums on the Eagle approach chart that American Eagle Flight 4184 crashes in An airplane is deiced before takeoff. In 1992,localizer-equipped after an intense runway are for Runway states that “Circling is not authorized South you land on the parallel runway that does- 28L, shown on the left side of the mini- 1994 lobbyingn’t effort have the spearheaded straight-in landing by minimumsALPA, the FAA issues a final rule of Runway 7-25 at night.” This is because of Roselawn, Ind., killing all 68 on board. mums box. The sidestep straight-in landing the very high mountains that cannot be seen to governand standards still not have andto use procedures circling minimums? for groundminimums deicing for Runway fluids. 28R are shown to the During the NTSB investigation into the right. Since the glide slope cannot be used at night when below the MDA. Sidestep Minimums all the way to runway 28R, the landing min- Where is “South of Runway 7-25” which is crash, in-flight icing tests lead to changes At some airports, where an ILS approach is imums are expressed as a minimum descent the area not authorized? If you imagine a in the design of the ATR 72 and changes installed on one of two parallel runways, the altitude rather than a DA(H). straight line which extends down the cen- The MDA of 460 feet for terline of Runway 7-25 and then extend in pilot training on aircraft performance Runway 28R is 250 feet that line way out beyond both ends of each greater than the DA(H) for runway, no flight operations can be conducted on the south side of that imaginary in icing conditions. ALPA supports and is 28L, but is significantly line. The TERPs criteria limits night opera- better than the circle-to- tions because of close-in unlighted obstacles. intimately involved in this study – help- land minimums of 740, When is night? FAR 1.1 General Definitions 940, 1060, or 1260 feet if ing to develop facts about airframe state: “Night means the time between the the sidestep landing end of evening civil twilight and the begin- icing-related difficulties with the ATR 72 maneuver was not listed ning of morning civil twilight as published as a separate set of mini- in the American Air Almanac, converted to and 42. This crash, along with three oth- mums. The visibility mini- local time.” The sunset and sunrise tables mums, however, are high- are also included in the Jeppesen J-AID. ers involving turboprop airliners, leads er for the sidestep runway. the NTSB to convene a special hearing, When can you break off from the localizer to land Missed Approaches Making a missed approach is not the most on Runway 28R? You can at ALPA’s urging, into the safety of com- fun part of a procedure and besides, it never start the sidestep maneu- seems to happen at the right time. But, it is muter airlines. ver as soon as the runway with us and it can be very important. environment is in sight. There are three places on the approach Members of a worldwide industry effort, What is not obvious by chart where the missed approach informa- looking at the stated mini- tion can be found. The principal missed 1994 led by the Flight Safety Foundation, to mums is that most US air- approach information in narrative style is lines have elected to elim- located at the top of the approach chart of provide operators with tools to reduce inate circle-to-land opera- the new Briefing StripTM format. The missed tions and the minimums approach terminology used in the heading the CFIT accident rate by 50 percent for circling in those cases group is the same as the words used by the automatically get raised to government approach procedure design are honored with a Laurels Award from at least 1000-3 (VFR) if not specialists when they designed the landing on the straight-in approach procedure. Aviation Week& Space Technology. ALPA landing runway. The missed approach procedure is graphical- is a key member of the team, whose ly depicted in the plan view using a dashed Night Minimums heavy line and the initial portion is depicted work began in 1991. Occasionally, operations at with icons below the profile view. The missed an airport may be limited approach procedure track in the plan view is at night. Because runway depicted similar to an airplane’s missed Jeppesen begins using color to depict lighting is required for approach flight path; but that does not nec- 1994 approval of night instru- essarily indicate that it is drawn to scale. terrain contours, which ALPA advocated, ment operations, some When a missed approach procedure termi- approaches are authorized nates in a holding pattern, the holding pat- after studies of CFIT accidents showed only during the day. In tern is depicted in the plan view with a light that the situational awareness of pilots some cases, the mountain- weight line whereas a holding pattern can be improved by better terrain depiction. ALPA’s long participation and to addition of color terrain contours to support of efforts to ensure that instru- approach plates. Pilots today now have ment approach charts provide pilots with better visual cues available to them, aid- better vertical depiction of terrain leads ing their navigational capabilities.

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35th meeting, ALPA BOD, which Randolph Babbitt hold a press confer- 1994 ence to unveil the Aviation Safety Action X directs promotion of One Level of Plan (ASAP), which includes 173 FAA/ Safety campaign on an international industry initiatives to address 45 safety scale; and issues of prominence. Several of these X urges “a timely resolution to the issues top ALPA’s safety “wish list” at this domestic flight time limitation regu- time, including raising commuter airliner lations issue” and that pilots flying standards to those of larger airliners. At international routes receive the same the press conference, ALPA President reserve rest limitations. Babbitt also announces a major agree- At an airline safety summit in ment among ALPA, the airlines, and the 1995 Washington, D.C., Transportation FAA to establish FOQA – a voluntary, Secretary Federico Peña calls for creation nonpunitive program to collect and ana- of flight safety departments at airlines, lyze digital flight data recorder informa- despite the opposition of airline execu- tion to detect safety problems. tives. ALPA is a key proponent of appoint- ing properly qualified safety directors at After years of prodding by ALPA, including airlines. From this high-level conference, 1995 a petition for rulemaking and congres- held to discuss the state of airline safety, sional hearings, the FAA issues an NPRM came the FAA’s directive to establish One on flight time limitations and rest require- Level of Safety. ments. ALPA immediately establishes a task force to develop an in-depth re- ALPA achieves a sponse to the NPRM – the task force finds 1995 major safety vic- serious concerns with some aspects of the tory when the FAA proposal and submits comments in 1996. announces a final rule to implement ICAO adopts standards developed by One Level of Safety, 1995 ALPA for detecting, tracking, and avoid- in which commuter ing volcanic ash. airliners with 10–30 Reacting to much pressure by ALPA and passenger seats are to be operated un- 1996 the NTSB, the FAA orders that all U.S. der the same, more stringent safety rules turboprop airliners with 10 or more pas- as those for airliners having more than senger seats be equipped with GPWS to 30 seats. In 1994, ALPA single-handedly help eliminate CFIT accidents. launched the campaign (including coin- ing the slogan One Level of Safety) and fought long and hard to obtain these new federal standards. On this date, the FAA The FAA issues a final rule also announces a separate, but related, final rule (also advocated by ALPA) that to govern standards and brings commuter airline pilot training requirements in line with more stringent procedures for ground ones for pilots of larger airliners. For the deicing fluids after an intense first time in history, all airline passengers and crews are flying under the same lobbying effort spearheaded regulations. by ALPA. Transportation Secretary Peña, FAA 1992 1995 Administrator Hinson, and ALPA President

24 AIR LINE PILOTS ASSOCIATION, INTERNATIONAL A HISTORY OF PRIDE:

ALPA participates, as an observer, in In September, the ALPA Executive 1996 the NTSB investigation into the ValuJet 1998 Board approves the establishment of Flight 592 accident, caused by an un- the Human Performance Committee, declared shipment of oxygen genera- which consolidates the activities of tors. ALPA again focuses on undeclared the Aeromedical, Critical Incident HAZMAT, cargo compartments, and Response Program, Pilot Assistance, cockpit crewmember smoke/fire man- and Professional Standards Committees. agement (masks). The Association pres- In this action, ALPA demonstrates its ents testimony and a position paper commitment to a human performance at the NTSB’s public hearing on major policy dedicated to promoting airline points of concern, and subsequently pilots’ professional performance, total the NTSB issues recommendations that health, and, when necessary, drug/alco- cover undeclared HAZMAT. hol intervention and rehabilitation for job reintegration. TWA Flight 800 crashes into the Atlantic 1996 Ocean (near Long Island, N.Y.), killing all 37th meeting, ALPA BOD, which 230 on board. ALPA plays a leading role 1998 X in the NTSB investigation into the prob- X adopts policy on in-flight crew rest areas because “current FARs and CARs able causes of the accident, which leads are not specific enough to be consid- to almost 20 FAA airworthiness directives ered ‘adequate’”; and and NPRMs and to the FAA’s aging-wiring program (announced in June 2000). XX opposes the use of land-and-hold- short operations (LAHSO) until all of The U.S. National Aeronautic Association ALPA’s safety issues are resolved; if 1996 awards the 1995 Collier Trophy to LAHSO issues are not satisfactorily the Boeing 777 Team and the Boeing addressed within 120 days, the BOD Commercial Aircraft Company. ALPA was directs that a recommended LAHSO a key member of the award-winning moratorium begin. B-777 development team and shared the Collier Trophy.

ALPA hosts the first international confer- 1997 ence on disruptive passengers/air rage, focusing greater worldwide attention on this growing danger.

Congress approves a second grant of 1997 $400,000 for continuation of ALPA’s HIMS program.

After more than eight years of discus- 1998 sions, the National Weather Service starts using an improved SIGMET (in- flight aviation weather advisory regarding thunderstorms) plotting chart designed by a United line pilot and ALPA safety volunteer, Capt. Steven Targosz. The shattered fuselage of TWA Flight 800, a B-747, has been reconstructed at the NTSB Training Center. ALPA played a key role in the NTSB’s investigation into the probable causes of the accident.

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ALPA participates in the accident investi- 1998 gation of the crash of Swissair Flight 111, one of the most tragic fatal accidents of the decade, which involved an in-flight fire on an MD-11. ALPA’s participation and input assists the Transportation Safety Board of Canada in formulating the final recommendations on insulation, wiring, and checklist and circuit breaker reset procedures. The ALPA team that worked on this investigation receives an IFALPA Presidential Citation.

ALPA’s efforts to change the FAA’s MEL 1999 policy on inoperative autopilots lead to a reduction in the time an airplane may fly without an autopilot.

ALPA achieves a major safety victory when the FAA announces a final rule to implement One Level of Safety, in which commuter airliners with 10–30 passenger seats are to be operated under the same, more stringent rules as those for airliners having more than 30 seats. 1995

26 AIR LINE PILOTS ASSOCIATION, INTERNATIONAL Years80

The most horrific day in aviation history occurs on September 11, 2001. Terrorists commandeer four U.S. airliners as guided missiles to kill thousands of innocent people and wreak economic havoc. 2000s Several decades-long safety concerns continue to be prominent on ALPA’s agenda in this new century: reserve rest requirements, collision avoidance systems, long-range operations, development of a nonpunitive safety reporting system with guaranteed pilot immunity, and runway incursions – to name just a few. The era began on a high note with ALPA’s successful land-and-hold-short-operations (LAHSO) campaign (although the work in Canada to make simultaneous intersecting runway operations [SIRO] safe remains ongoing).

The 9/11 terrorist attacks had a devastating impact on the airline industry. As a result, aviation security issues have been at the forefront of much of ALPA’s activities over the last five years. In response to the terrorist attacks, ALPA has been a leader in developing, lobbying for, and helping to implement numerous security-enhancing initiatives in the United States and Canada. Reflecting on the lessons learned since 9/11, ALPA continues to address areas that are still vulnerable in airline security. After years of advocacy by ALPA – culminat- The White House announces the estab- 2000 ing in an Association-wide recommended 2000 lishment of a nonpunitive safety report- moratorium on LAHSO – the FAA releases ing system to resolve potential aviation its final order on LAHSO, which addresses safety problems. Early groundbreaking all of ALPA’s five minimum safety require- work on ASAP – a more sophisticated ments for these airport-capacity-enhance- ASRS – was conducted by ALPA at USAir ment procedures. ALPA’s similar campaign in 1990, after pilots and their safety rep- to improve the safety of SIRO in Canada resentatives became concerned over an remains ongoing. However, the Association increasing number of altitude deviations. achieves a minor victory in Canada when ALPA had pushed for the development it convinces Transport Canada of the need of a nonpunitive pilot reporting system for a regulation prohibiting SIRO with any since the early 1950s. tailwind component. President Bill Clinton signs into law the 2000 Aviation Investment and Reform Act for the 21st Century (AIR-21), which contains several safety-related provisions added to the initial bill specifically at ALPA’s request:

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X requiring installation of collision ALPA leads a successful effort to reduce avoidance equipment at least as good 2000 the time allowed for TCAS to be inopera- as TCAS II in cargo aircraft with a tive from 10 to 3 days, along with other payload capacity of 15,000 kg or more MMEL improvements. by 2003; X authorizing $8 million for the purchase and installation of universal access systems; X directing the FAA to issue an NPRM on small airport certification and authorizing $15 million for each of the next four fiscal years to help airports with compliance; X authorizing funds for wildlife hazard mitigation measures; and X directing the FAA to issue rulemaking to improve runway safety areas and require installation of precision approach path indicators. ALPA expands its staff in Ottawa to in- ALPA President Duane Woerth testifies before Congress in April 2000 against the use of cockpit video recorders. ALPA has opposed the 2000 clude a full-time air safety coordinator installation/use of such equipment since the early 1980s. whose role is to interact with Canadian regulators and industry representatives to promote the safety interests of pilots Terrain Awareness and Warning System, in Canada. 2000 sometimes referred to as enhanced GPWS, is mandated by regulation. Some ALPA and Embry-Riddle Aeronautical aircraft will be required to be equipped 2000 University cosponsor two international avi- with TAWS starting March 29, 2001, and ation security academies. Representatives all turbojet aircraft with six or more seats from around the globe attend these four- will be required to have TAWS installed and-one-half-day schools. by March 29, 2005. ALPA called for the airlines to install enhanced GPWS in 1998 and supported TAWS because of its vast improvements over traditional GPWS ALPA and Embry-Riddle systems, which include TAWS’s forward- looking capability, its display of terrain to Aeronautical University pilots, and its greater potential to reduce cosponsor two international CFIT-related accidents. aviation security 2000 38th meeting, ALPA BOD, which X reaffirms Captain’s Authority in the academies, attended by cockpit; representatives from around X asserts that if the FAA does not implement an acceptable FOQA rule by the globe. January 31, 2002, ALPA will terminate 2000 all operating FOQA programs that involve ALPA-represented pilots; and

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XX directs ALPA’s president to “utilize any many Canadian airports. For their dedicat- and all appropriate measures neces- ed efforts, the ALPA Canada Board team sary to effect change to both U.S. and receives an IFALPA Presidential Citation. Canadian regulations and bring an expeditious resolution to providing The U.S. secretary of transportation cre- adequate flight crew rest and duty 2001 ates the Airport and Aircraft Security time limits.” Rapid Response Teams (RRTs). The Las Vegas becomes the first airport in Aircraft RRT, which is headed up by ALPA’s 2001 the United States with RNAV Standard president, submits a comprehensive re- Instrument Departures (SIDs) and port – with numerous security-enhancing Standard Terminal Arrival Routes (STARs). recommendations – to the DOT secretary ALPA, working with the FAA and other two weeks after the 9/11 attacks. users, led the effort to optimize the routes Following the September 11, 2001, ter- to reduce fuel costs while minimizing 2001 rorist attacks in the United States, the noise along the departure and arrival cor- Canadian government further enhances ridors. In addition, the FAA accepts ALPA- the country’s counterterrorism capa- developed radio phraseology that reduces bilities and preparedness, with ALPA’s the number of radio transmissions made strong endorsement. One measure is by pilots and air traffic controllers, result- the creation of a new Crown corpora- ing in less frequency congestion. tion, the Canadian Air Transport Security The most horrific day in aviation history Authority, which is made responsible 2001 occurs on September 11, 2001. Terrorists for several core aviation security func- commandeer four U.S. airliners as guided tions, including those associated with missiles to kill thousands of innocent people and wreak economic havoc. The repercussions from that tragic event will still be felt years later.

In response, ALPA takes immediate action, creating the ALPA Security Task Force, a multidisciplinary group of pilots and staff led by the ALPA first vice president. Over the next few years, this group will develop, lobby for, and help implement dozens of security-enhancing initiatives in the United States and Canada. ALPA creates and staffs a 24/7 crisis command center for several months, which fields hundreds of phone calls from pilots with security-related questions and serves as a liaison with law enforcement and regulatory agencies.

On September 11, ALPA safety and security 2001 representatives respond to the emergency shutdown of all air traffic coming into the United States by assisting hundreds of stranded crews and their passengers at

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the screening of passengers and their ALPA repeatedly testifies before Congress onboard and checked baggage. Other 2002 in the first few weeks after the 9/11 -at measures include funding for reinforced tacks. In January 2002, the Aviation and cockpit doors, purchase of additional Transportation Security Act is enacted, explosive detection systems, and funding incorporating many of ALPA’s recommen- for an expanded program of armed po- dations, including a requirement that lice officers on aircraft. flight deck doors on commercial aircraft be strengthened. ALPA’s team of pilots, 2001 In Canada, ALPA supports air marshals engineers, and security specialists work aboard Canadian aircraft, resulting in together to promote standards for new the transport minister’s decision to cre- doors, and they are installed on all pas- ate the Canadian Air Carrier Protective senger airliners and many cargo aircraft. Program with Royal Canadian Mounted Police (RCMP) Aircraft Protective Officers A few months after the 9/11 attacks, (APOs) present on selected flights. 2002 ALPA convenes a government/industry group to review and update the 2001 ALPA participates in the aircraft and Common Strategy – the U.S. govern- airport working groups of Canada’s ment’s airline protocol for handling Aviation Security Advisory Committee hijackings. In early 2002, the FAA, (ASAC). ASAC’s recommendations to the Transportation Security Administration transport minister result in significant im- (TSA), and DOT adopt the new version provements to aviation security, includ- of the Common Strategy, developed by ing the installation of reinforced cockpit the ALPA-led group, which emphasizes a doors on aircraft in Canada. forceful response to hijackers.

ALPA’s strong advocacy leads to the Arming Pilots Against Terrorism Act (APATA), which is enacted as part of the Homeland Security Act of 2002.

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In November, Canada’s transport minister The FAA publishes an Electronic Flight Bag 2002 assigns two additional responsibilities 2002 (EFB) Advisory Circular. ALPA participated to the Canadian Air Transport Security in an intensive industry effort to define Authority (CATSA), which ALPA endorses: standards and capabilities for the elec- implementation of an enhanced re- tronic flight bag. These efforts result in the stricted area pass system for Canadian FAA advisory circular, which is the basis for airports; and screening of nonpassengers subsequent design, installation, and use of entering restricted areas at airports. electronic flight bag technology in aircraft.

ALPA’s testimony before Canada’s Senate ALPA works closely with the TSA to de- 2002 Committee on National Security and 2003 velop a comprehensive program for select- Defence on Airport Security leads to ing, training, and equipping FFDOs. In April the transport minister’s introduction of 2003, the first class of 44 FFDOs gradu- a new identity card – Restricted Area ates from the Federal Law Enforcement Identity Card (RAIC) – that would be Training Center (FLETC) in Glynco, Ga. required for all airport employees and Since that time, thousands of pilots are airline crewmembers. This identity card, trained and deputized as FFDOs. which includes biometric information, is in the process of being implemented at 2003 ALPA expresses concerns to Transport the 29 Class I and II airports in Canada. Canada over the lack of a Canadian version of the Common Strategy. As a re- ALPA recommends that Congress legis- sult, significant changes to the security 2002 late a program to train and arm volun- training guidelines for crewmembers teer pilots to protect the flight decks of are made, including the four levels of re- commercial airliners. ALPA’s strong advo- sponse to incidents aboard aircraft. cacy leads to the Arming Pilots Against Terrorism Act (APATA), which is enacted 2003 In October 2003, the ALPA National as part of the Homeland Security Act of Security Committee (NSC) initiates a 2002. APATA directs the TSA to establish Man-Portable Aircraft Defense Systems a program to select, train, equip, and (MANPADS) Project Team to evalu- deputize volunteer pilots as federal flight ate and study the potential threat that deck officers (FFDOs). shoulder-launched missiles might pose to commercial aircraft. By early 2004, the ALPA supports the formation of the issue gains heightened public awareness 2002 Terminal Area Operations Aviation and generates a level of concern within Rulemaking Committee (TAOARC) fol- Congress that leads to funding of a coun- lowing the safety issues and recommen- ter-MANPADS study by the Department dations identified by the Commercial of Homeland Security (DHS), and the Aviation Safety Team (CAST). ALPA had eventual funding of the Propulsion worked with CAST to study controlled Controlled Aircraft System study as a vi- flight into terrain (CFIT) accidents and able safety and security enhancement to incidents, as well as airport capacity is- transport aircraft. The goal of that study sues, which dictated a need for improve- is to determine the feasibility of adapting ments in terminal area operations. These military counter-MANPADS technology improvements would use the capabilities to the commercial airline fleet. In late of modern aircraft, specifically the use of 2004, ALPA publishes its findings on this area navigation. subject in a position paper that receives considerable attention from the media, government, and industry.

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The FAA issues a new FAR Part 33 rule on ALPA expands its catalogue of safety- and 2003 bird ingestion for jet engines – the result 2003 security-related training courses with the of a two-year effort in which ALPA was Advanced Accident Investigation Course an active participant. This rule changes – a hands-on field exercise that comple- the engine certification requirements to ments classroom training for ALPA safety ensure that new engine designs could representatives participating in NTSB withstand a strike from larger birds. ALPA’s and TSBC accident investigations. The participation in this successful effort in- course, developed in collaboration with cluded input on the design itself, as well as the University of North Dakota, trains ALPA’s work with wildlife experts to evalu- ALPA safety representatives and other ate changes in the bird population, which industry safety professionals to be bet- enabled the industry to better understand ter prepared to participate in NTSB/TSBC the hazard posed by bird strikes. investigations by using actual aircraft wreckage and realistic field conditions. A Special FAR (SFAR 88) is published, 2003 setting a new standard for reducing the ALPA is instrumental in establish- hazard of an in-flight fuel tank explosion. 2004 ing Simultaneous Offset Instrument ALPA participated in a group whose ef- Approaches (SOIA) at San Francisco forts to define standards to reduce fuel Airport. Because the runway centerlines tank flammability led to SFAR 88. The ef- are only 750 feet apart, simultaneous fort continues through 2006, when a draft instrument approaches are not possible Final Rule further refining those standards during marginal weather. SOIA uses an is published. offset ILS to provide lateral and vertical guidance until the pilots see the other aircraft and the landing runways. Now ALPA carriers can continue operations to both parallel runways during lower weather conditions. SOIA is being expanded to similarly constrained airports.

With support from ALPA and other 2004 groups, the 108th Congress and President George W. Bush take the first critical step toward transforming the Next Generation Air Transportation System (NGATS) by establishing the Joint Planning and Development Office. The mission of this agency is to address critical safety and economic needs in civil aviation while fully integrating national defense and homeland security improve- November 2003—A MANPADS attack on a DHL A300 occurs in Iraq. ments into this future system. Led by the ALPA president, who serves as a co-chair of the NGATS Institute Management Council (IMC), ALPA is instrumental in establishing the NGATS Institute to provide industry input into the NGATS planning.

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ALPA expands its catalogue of safety- and security-related training courses with the Advanced Accident Investigation Course—a hands-on field exercise that complements classroom training for ALPA safety representatives participating in NTSB and TSBC accident investigations.

issues on a real-time basis. ALPA partici- 2004 The Performance-Based Operations pates in a continuing series of meetings Aviation Rulemaking Committee replaces with Airbus to identify potential product the TAOARC, providing a forum for the improvements suggested by the pilot aviation community to discuss, prioritize, community and to develop a greater and resolve issues, provide direction for understanding of current and emerging flight operation criteria, and produce fly-by-wire (FBW) design features, com- consensus positions for global harmoni- posite materials technology, and other zation. This committee’s scope of work unique design features associated with is broader, with the objective of helping the world’s largest transport aircraft. to move the aviation system to a perfor- Since its inception, the project team has mance-based system, thereby producing had several briefings from Airbus on the highest levels of safety and security its product and made several visits to and increasing access, reducing delays, Airbus’s facility in Toulouse to monitor and improving the efficiency of the NAS. the progress of the certification and industry introduction programs. ALPA establishes the Airbus A380 Project 2004 Team, with the goal of creating an open dialogue between the manufacturer and pilots to address design and development

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Boeing invites ALPA to join in a collabora- The first-ever NTSB Cargo Safety Forum is 2004 tive effort on design and production of 2004 held to address safety issues unique to or the B-787. This collaboration is similar to prevalent in the air cargo industry. ALPA the effort involving the B-777 aircraft that is involved in all aspects of the event – as resulted in ALPA’s being the co-recipient a member of the planning committee to of the Collier Trophy in 1996. In numer- set the agenda for the event, and as the ous discussions with Boeing, the ALPA largest single participant, preparing more B-787 Project Team addresses cockpit than one-fourth of the papers presented and aircraft design issues and the design at the forum. of the crew rest facility. In 2005, ALPA’s efforts are recognized when ALPA and 2005 On January 20, 2005, history is made IFALPA are invited jointly to participate when the first aircraft begins flying with with Boeing in the 787 Flight Deck Reveal 1,000-foot vertical separation between ceremony, where the flight deck design is FL290 and FL410 inclusive in domestic presented to the world press. U.S. airspace. Based on the successful implementation in the North Atlantic, ALPA is instrumental in Transport Europe, and parts of Asia, ALPA works 2004 Canada’s establishing the Advisory Group with the FAA to implement Domestic on Aviation Security (AGAS). ALPA is a Reduced Vertical Separation Minima member of this group, which creates a (DRVSM) at the earliest possible time. formalized consultation process, including Before DRVSM, aircraft operating be- all stakeholders on aviation security tween FL290 and FL410 were flying with matters. The consultation framework is 2,000-foot vertical separation. DRVSM formally adopted at the AGAS meeting in effectively doubles the number of flight June 2006. levels above FL290 and allows for more fuel-efficient cruise operations and increased safety through additional ATC flexibility. With the rising price of fuel, ALPA considers DRVSM essential to the industry’s economic viability.

ALPA, in conjunction with the FAA’s 2005 Office of Runway Safety, AOPA’s Air ALPA is instrumental in Safety Foundation, United Airlines, and other industry organizations, creates Transport Canada’s two unique products to increase run- establishing the Advisory way incursion awareness and mitigate the risk associated with airport opera- Group on Aviation Security, tions. The first of these is the Online Runway Safety Education Course on which creates a formalized ALPA’s website. This interactive program is designed to increase the line pilot’s consultation process, including situational awareness in the airport environment and introduce flight crews all stakeholders on aviation to future programs, such as the ALPA- security matters. supported Surface Moving Map Displays 2004 hosted on electronic flight bags and runway status lights.

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The second product is the “Was That For Us?” DVD – a modular, educational resource designed to be part of formal training programs or for individual use. More than 175,000 copies are distributed worldwide, including 80,000 through Air Line Pilot magazine directly to ALPA members.

MIT Lincoln Laboratory begins conduct- 2005 ing a Runway Status Lights Operational Evaluation at the Dallas/Fort Worth International Airport to automatically provide a direct indication of runway status to pilots. Runway entrance lights protect each of the taxiways that enter Runway 18L/36R; and takeoff hold lights embedded along the runway centerline automatically warn departing pilots if an incursion occurs ahead. The ALPA AGE Group assisted MIT LL and FAA with the original configuration determination, ALPA pilots have participated throughout the evaluation, and ALPA provides surveys for the evaluation on the In 2005, ALPA, in conjunction with the FAA, AOPA, Association’s website. United Airlines, and others, launches the Online Runway Safety Education Course on ALPA’s website. Transport Canada introduces regula- 2005 tions requiring airlines to have a Safety Management System (SMS), including nonpunitive reporting systems. ALPA was a strong advocate of these regulations at the Canadian Aviation Regulation Advisory Council (CARAC) consultations. ALPA worked effectively with Transport Canada and Air Transat to implement SMS at that airline in 2002 and 2003. A key component was the company’s agreement with the ALPA Air Transat MEC on the nonpunitive reporting system.

ALPA’s strong advocacy leads to several 2005 regulations being accepted by Transport Canada. The regulations – which include ACAS, an approach ban, a speed limit below 10,000 feet, and runway performance requirements for wet and contaminated runways – are now in the The DVD “Was That For Us?” is a unique tool designed to increase runway incursion awareness and mitigate formal legal processing phase. the risk associated with airport operations.

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an ADS-B demonstration in Alaska (Cap- 2005 ALPA’s work in wildlife management stone). ALPA also pushed for the rapid is successful when Transport Canada deployment of ADS-B ground and avionics adopts regulations requiring airports to throughout the NAS in an effort to reduce have a wildlife management program, infrastructure costs, increase capacity, including the reporting and collection of and support the deployment of numerous bird-strike data. airborne ADS-B applications that will in- The TSA creates the Cockpit Access crease pilots’ situational awareness both 2005 Security System (CASS) program, acting on the ground and in the air. on ALPA’s recommendations to reopen In Canada, ALPA achieves a breakthrough the flight deck jumpseat to off-line dead- 2006 with the RCMP regarding its concerns heading and commuting pilots. ALPA, that a lack of communication and coordi- working closely with airline and labor nation was hindering the effectiveness of representatives, promoted CASS to the the APO program. In response, the RCMP government for a number of years before briefs and provides demonstrations to the program was institutionalized. CASS selected groups, including ALPA, at its provides a secure method of positively training facilities, and agrees to review identifying jumpseaters and verifying procedures in coordination with airlines their employment status using existing and pilot associations. airline databases. ALPA, frustrated Transport Canada establishes a security 2006 2005 with the slow consultative structure composed of the pace of RAIC Advisory Group on Aviation Security implementation in (AGAS), the Security Regulatory Canada, succeeds Committee (SRC), and working groups. in convincing The mandate of AGAS is to exchange Transport Canada information between government and to fast-track the industry on current and emerging avia- introduction of tion security policy and regulatory and regulations and program priorities and initiatives. The to advise airports Canada Board becomes an active par- that full implementation would be required ticipant on AGAS. by December 31, 2006. 2006 The FAA selects Automatic Dependent The number of ASAP and FOQA programs Surveillance–Broadcast (ADS-B) as the fu- 2006 increases significantly since November ture surveillance system for the National 2001, when the FAR protecting organiza- Airspace System (NAS). ADS-B provides tions and pilots from FAA enforcement automatic broadcast of aircraft position, action and public disclosure was imple- altitude, velocity, and other data and en- mented, and April 2002, when the FAA hanced situational awareness of aircraft published the ASAP advisory circular. and vehicle traffic for pilots and air traffic Currently there are 13 approved FOQA controllers; and it uses GPS, which allows programs operating in the United States the FAA to reduce reliance on ground- and 1 in Canada. Additionally, 47 airlines based infrastructure and shift to a space- have ASAP in place on their properties. based infrastructure. As airlines with these programs find they ALPA’s involvement in the ADS-B working are a cost-effective means to enhance groups led to successful deployment of

36 AIR LINE PILOTS ASSOCIATION, INTERNATIONAL A HISTORY OF PRIDE:

safety on their properties, ALPA and oth- facilitate safe approaches to previously ers call for data and information sharing unserviceable airports and strengthens throughout the industry. As a result, the ALPA’s position as the pilot organization Voluntary Aviation Safety Information most closely linked with innovative tech- Program (VASIP) is put in place under the nology certification. auspices of the Voluntary Safety Informa- tion Sharing (VSIS) ARC. The objective of 2006 After a 15-year effort, an Aviation this program is to identify industry-wide Rulemaking Advisory Committee, in safety deficiencies so that corrective ac- which ALPA participated from the begin- tions may be taken to enhance safety. ning, completes drafts for a new FAR ap- pendix and associated advisory circular The TSA issues the first Common Strategy to redefine the nature of in-flight icing. 2006 for All-Cargo Carriers. Although Common This group’s work results in a greater un- Strategy guidance had existed in the pas- derstanding of the nature of the hazards senger carrier domain for many years, posed by in-flight icing. none was provided to all-cargo carriers. ALPA played a key role in developing this 2006 ALPA is part of an international effort to critical training guidance for all-cargo produce a checklist template intended crewmembers. to revise the general procedures used by flight crews to handle an in-flight The Commercial Aviation Safety Team event involving smoke and/or fumes of 2006 (CAST), on which ALPA has been an in- unknown origin. For several years, ALPA tegral player from its inception, success- had advocated changing the existing phi- fully completes development of mitiga- losophy of checklist design to one that tions for all the major types of airline ac- emphasizes the immediate need for the cidents. The CAST safety enhancements, crew to consider an emergency divert/ when fully implemented, are expected to landing while evaluating the nature of a reduce the risk of a fatal airline accident smoke/fume situation. The group, made by over 70 percent. CAST, with full ALPA up of ALPA, aircraft and systems com- participation, continues to seek ways to ponents manufacturers, and regulators, further reduce risk in airline operations successfully creates a new checklist tem- by the proactive use of safety data and plate, which has since been adopted by detailed evaluation of events leading to at least one manufacturer for its fleet. serious incidents. The Air Cargo Security Final Rule is pub- Members of ALPA’s Aircraft Design and 2006 lished in the Federal Register in May 2006. 2006 Operations Group meet with test pilot It calls for sweeping changes in security and engineering representatives from measures applied in both the passenger Embraer Aeronautics at its manufactur- and all-cargo domains. The Air Cargo ing facility in São José dos Campos, Brazil, Security Final Rule is based on the work for in-depth discussions regarding aircraft done by three cargo security working systems design and to conduct evalua- groups that had strong participation by tion flights on the E-170 and E-195 air- ALPA. They were chartered by the TSA’s craft. Additionally, the team participates Aviation Security Advisory Committee in the evaluation of steep-approach (ASAC) to examine and make recommen- hardware and software enhancements to dations related to three topics: shipper the E-170 aircraft in advance of certifica- acceptance procedures, indirect air carri- tion at London City Airport. This new and ers, and security of all-cargo aircraft. evolving steep-approach technology will

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ALPA marks its 75th Anniversary at area of MANPADS, air cargo and pas- 2006 the 52nd Annual Air Safety Forum and senger screening, and airport security. International Aviation Security Academy Additionally, speakers reflect on ALPA’s (IASA) 2006. Topics on the Air Safety 75 years of aviation safety and security Forum agenda include examination of is- accomplishments and look ahead to the sues in the cockpit related to flight time/ collective efforts necessary to ensure the duty time limits, issues on the ground safety and security of the aviation indus- such as runway friction, and issues in try in the future. the air related to the air traffic control The FAA awards a HIMS contract to ALPA system. Topics on the IASA 2006 agenda 2006 in late September for one base year and include current security threats in the an option to renew for two additional years, for a total contract of $500,000 for years 2007–09.

Concerned about the ongoing problem 2007 of runway incursions, ALPA publishes a white paper entitled “Runway Incursions: A Call to Action” in March and distrib- utes it to members of Congress, the FAA, Transport Canada, the NTSB, and others in government and industry. The paper explains the safety risk posed by these events and recommends solutions to reduce the potential for their occurrence. Later that year, ALPA creates a website dedicated to runway safety with educational materials and postings of runway safety bulletins. In August, the FAA convenes a “Call to Action on Runway Safety,” with the participation of ALPA, the airlines, and airport operators. The FAA administrator–chaired group agrees to a number of short-term action items to improve safety, including enhanced airport visual aids, more pilot training on ground operations, and a commitment to create an Aviation Safety Action Program for air traffic controllers.

ALPA actively participates on the new 2007 ICAO Dangerous Goods Panel’s ad hoc Working Group on Lithium Batteries to The Air Cargo Security Final Rule is published in the Federal improve the testing criteria for lithium Register in May 2006. It calls for sweeping changes in security batteries transported as air cargo. The measures applied in both the passenger and all-cargo domains. FAA publishes new rules that ban lithium metal batteries from passenger aircraft, but not cargo aircraft.

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ALPA establishes a Blue Ribbon Panel In October, ALPA provides testimony to 2007 on Pilot Fatigue, which examines fa- 2007 the Canadian Commission of Inquiry into tigue from a broad-based perspective the Air India bombing of 1985. ALPA’s and makes recommendations to the statements receive widespread media at- Association’s leadership. tention and provide impetus for needed screening improvements, including the development of alternative screening protocols for pilots.

The FAA and the airline industry, with 2007 ALPA’s participation and endorsement, initiate the Aviation Safety Information Analysis and Sharing (ASIAS) program. ASIAS is intended to expand the safety value of information gained through the use of voluntary, nonpunitive safety programs by developing the means to collect The ALPA President’s Committee for deidentified data from multiple sources 2007 Cargo hosts the Cargo Aircraft Rescue and and combine it to provide a more accurate Fire Fighting Symposium in November. “safety picture” of issues within the indus- The chair of the NTSB serves as keynote try. ALPA serves in an oversight capacity to speaker for this event, which brings to- ensure that ASIAS data is used exclusively gether more than 70 representatives of for valid safety studies. the airlines, pilot groups, and aircraft rescue and firefighting (ARFF) organizations to share information and find solutions to common ARFF problems.

ALPA supports government, law en- 2007 forcement, and industry efforts to enact federal legislation aimed at thwarting the growing problem of cockpit laser illuminations. In May, the 110th Congress introduces H.R. 1615, which would make shining a laser at an aircraft a specific federal crime.

ALPA’s National Security Committee 2007 develops white papers on the Crew Personnel Advanced Screening System ALPA supports H.R. 5810, the Securing Aircraft Cockpits (CrewPASS), the Federal Flight Deck Against Lasers Act of 2010, which is intended to make shining Officer program, air cargo security, and a laser at an aircraft a federal criminal offense. secondary cockpit barriers. These advocacy documents are used to inform the government, industry, membership, and public about ALPA’s views and recommendations on these subjects.

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ALPA is awarded its second Collier The ALPA Human Performance 2007 Trophy for its role in the government- 2007 Committee is reorganized and renamed industry team that is recognized “for the Pilot Assistance Committee to more conceptualizing, developing, and initially accurately reflect the committee’s fo- implementing the next generation per- cus on assisting ALPA members in the formance-based air to ground, ground areas of aeromedical, critical incident to air, and air to air surveillance system,” response, professional standards, HIMS, which is known as Automatic Dependent and Canadian pilot assistance. Surveillance-Broadcast (ADS-B). The Collier Trophy is awarded annually “for 2007 ALPA establishes policy on in-flight the greatest achievement in aeronautics smoke, fire, and fume events. In recogni- or astronautics in America, with respect tion of the hazard of these events and to improving the performance, efficiency, the fact that industry efforts at mitigation and safety of air or space vehicles.” have been slow, ALPA defines a strategy to advocate for improved detection and suppression systems for both passenger and cargo aircraft.

On Dec. 13, 2007, following the standard 2007 established by the International Civil Aviation Organization, the mandatory retirement age for U.S. pilots goes from 60 to 65 after the president signs the “Experienced Pilots Act” into law as P.L. 110-135. The law includes ALPA’s recommendations with regard to pilot training and health, seniority, and legal indemni- fication, consistent with ALPA’s Executive Board resolution passed earlier that year.

After more than a year of advocacy 2008 by ALPA, the Transportation Security Administration establishes a demonstration program of an ALPA-conceived program called the Crew Personnel Advanced Screening System (CrewPASS) at three East Coast airports. CrewPASS, which provides an alternative means of security screening for authorized crewmembers, is designed to use airline employee databases to verify an individual’s identity and confirm his/her employment status.

ALPA is awarded its second Collier Trophy in 2007 for its role in the government-industry team that is recognized “for conceptualizing, developing, and initially implementing the next generation performance-based air to ground, ground to air, and air to air surveillance system.”

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A new ALPA presidential Task Force tics and expands the guidance to apply to 2008 on Aviation Sustainability and the all commercial and corporate jet aircraft. Environment is created in January to promote safety as an essential compo- 2008 Terrorists mount an attack November nent of any measures to reduce airline 26 in Mumbai, India, against numerous fuel consumption. The Task Force is a targets, resulting in significant loss of life. primary sponsor of a two-day primer ALPA coordinates with industry and gov- held in Washington, D.C., for U.S. stake- ernment security officials to help ensure holders on airport noise and emissions. the security and well-being of pilots in The primer informs key decision makers Mumbai at the time of the attacks. about the burgeoning problem of safety As a result of ALPA advocacy begin- implications and restrictions on aviation 2008 ning in 2006, the RTCA creates Special expansion due to environmental issues. Committee 221 to establish minimum operational performance standards for secondary barriers. ALPA is chosen to co- chair the committee and provides chair- men for two of its four working groups.

ALPA is awarded its third Collier Trophy 2008 as a member of the Commercial Aviation Safety Team (CAST). CAST’s identified safety enhancements, developed by teams of industry experts including ALPA pilots and staff, are recognized “for achieving an 2008 New ICAO standards require that all unprecedented safety level in U.S. com- certificated pilots who operate interna- mercial airline operations by reducing risk tionally have an airman certificate with of a fatal airline accident by 83 percent, an endorsement of English language pro- resulting in two consecutive years of no ficiency. These language provisions were commercial scheduled airline fatalities.” recommended by the ICAO Proficiency Requirements In Common English Study The success of Aviation Safety Action Group (PRICE SG) on which ALPA partici- 2008 Programs (ASAPs) for pilots is shared with pated as the IFALPA representative. air traffic controllers when, at the urging of ALPA and others in the industry, the Air 2008 ALPA serves as the first industry co-chair Traffic Safety Action Program (ATSAP) is of a new FAA working group called the formally begun. ATSAP permits identifica- Runway Safety Council (RSC), whose pri- tion of aviation safety issues in the air traf- mary focus is the prevention of runway fic control system, which leads to an over- incursions. The RSC establishes a Root all increase in aviation safety. The National Cause Analysis Team, on which ALPA also Air Traffic Controllers Association (NATCA) serves, to analyze the causes of accidents draws on ALPA’s expertise in developing and incidents and make risk-mitigation and maintaining ASAPs at multiple airlines recommendations. to shape their program. ALPA participates in an industry group 2008 that produces a supplement for the Upset Recovery Training Aid manual. This supplement provides guidance on high-altitude aerodynamics and stalls characteris-

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ALPA establishes policy outlining an ac- ALPA members provide leadership in the 2008 ceptable means of developing a Multi- 2008 design and implementation of Transport crew Pilot Licensing (MPL) process. ALPA Canada’s Security Management expresses support for MPL but only un- Systems, a program akin to the Safety der rigorous controls to ensure that the Management System. As a member of safety of the program meets or exceeds the Aviation Security Regulatory Review conventional licensing programs. Technical Committee and its associated working group, ALPA assists in designing 2008 The FAA establishes the Small Unmanned performance-oriented security regula- Aircraft System (SUAS) Aviation tions and security measures for all as- Rulemaking Committee to develop rec- pects of Canadian aviation. ommendations on how to safely operate small (i.e., less than 55 pounds) un- ALPA actively lobbies for transparency, manned aircraft in the National Airspace 2009 trading limits, and other constraints on System. For the next year, ALPA, along runaway oil commodity speculation, which with stakeholders in industry and govern- has helped to drive the price of oil above ment, develop recommended restrictions $140 per barrel in 2009. ALPA testifies at and procedures to mitigate the hazards congressional hearings on this subject and posed to conventionally piloted aircraft, joins the airlines in a publicity campaign to other users of the NAS, and persons on bring attention to this problem. the ground. On February 12, 2009, a Dash-8 Q400 on 2009 a scheduled flight from Newark crashes while on approach to Buffalo, New York, The FAA issues a Notice killing all 49 people onboard and one person on the ground. This landmark of Proposed Rulemaking accident, and several others with similar characteristics, precipitates a public on the pilot training hearing by the National Transportation and qualification Safety Board and congressional hearings later that year in which ALPA actively requirements contained participates. During these hearings, several long-standing safety issues come to in 14 CFR Part 121, light regarding pilot training and qualifications, flight crew fatigue, and consis- subparts N & O. The tency of safety standards between operators. That summer, the FAA institutes proposed rule is based a nationwide “Call to Action” (CTA) with on recommendations by meetings around the country of government, industry, and labor to review an Aviation Rulemaking operating procedures and best practices; ALPA’s president presents the labor per- Committee, on which spective at the inaugural CTA meeting in Washington, D.C., and dozens of ALPA ALPA is an active representatives lead and/or participate participant. in numerous other such meetings held 2010 around the country.

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The FAA issues a Notice of Proposed CanJet Flight 918, a B-737-800, is hi- 2009 Rulemaking (NPRM) on the pilot train- 2009 jacked on the ground in Montego Bay, ing and qualification requirements Jamaica, by a lone male armed with a contained in 14 CFR Part 121, subparts handgun. The heroic actions of the crew N & O. The proposed rule is based result in a successful de-escalation of the on recommendations by an Aviation situation without injury or loss of life, Rulemaking Committee, on which ALPA and the uneventful arrest of the hijacker. is an active participant. A catastrophe is averted aboard Detroit- ALPA participates in and co-chairs an FAA 2009 bound NWA Flight 253 on December 2009 Aviation Rulemaking Committee (ARC) 25, when a suicide bomber fails in his to develop regulations and guidelines attempt to detonate a bomb smuggled for implementing Safety Management aboard in his underwear. The crew of Systems (SMS) in the industry. ALPA is NWA Flight 253 is honored for their pro- represented as one of three industry fessional response to the event with the co-chairs of the ARC, which develops a ALPA Aviation Security Award for Valor. Notice of Proposed Rulemaking for SMS The TSA officially informs ALPA that it ap- for air carrier operators. 2009 proves of nationwide implementation of ICAO publishes the third revision to its CrewPASS and establishes policy for do- 2009 Manual of Criteria for the Qualification ing so, after it conducts a one-year dem- of Flight Simulators after four years of onstration program at three East Coast deliberations and work by the Royal airports. ALPA promptly initiates an effort Aeronautical Society’s International to gain acceptance for this program by Working Group (IWG), on which ALPA ac- the airlines. tively serves. The revised document identifies the level of simulation that is appropriate for each training maneuver/task.

The FAA charters the Flight and Duty 2009 Time Limitations and Rest Requirements Aviation Rulemaking Committee (ARC) to develop a proposed rulemaking on airline pilot flight- and duty-time limits and rest rules. The chairman of ALPA’s Flight Time/Duty Time Committee and a member of the ALPA Blue Ribbon Panel on Pilot Fatigue serves as an ARC co-chair.

ALPA’s National Security Committee hosts a 2009 widely acclaimed Terrorism and Situational Awareness Seminar in March featuring presentations by two ALPA members who witnessed and escaped from the Mumbai, After many years of ALPA advocacy for expedited screening India, attacks of November 26, 2008. for pilots, the TSA officially informs ALPA that it approves Subject-matter experts from law enforce- of nationwide implementation of CrewPASS and establishes ment, intelligence organizations, and indus- policy for doing so. try also present on a wide range of topics related to crew travel security considerations.

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The ALPA Canada Board creates a new ALPA submits comments to the FAA on 2009 flight-time and duty-time working group 2010 a Notice of Proposed Rulemaking on aimed at improving Canada’s outdated airline pilot flight- and duty-time limits aircrew fatigue regulations. This results in and rest rules. The NPRM is a product of the formation of a larger working group the Flight and Duty Time Limitations and that is incorporated in the Canadian Rest Requirements Aviation Rulemaking Aviation Regulation Advisory Council Committee that commenced deliberations (CARAC) process. in September 2009. The Airline Safety and Federal Aviation Administration Extension 2010 Congress passes, and the president signs Act of 2010 (P.L. 111-216) requires that into law, the Airline Safety and Federal the FAA publish a final fatigue rule no Aviation Administration Extension Act of later than July 31, 2011. 2010 (P.L. 111-216), which contains significant ALPA input. This law sets a higher ALPA informs the Federal Air Marshal safety bar in a number of areas, especially 2010 Service (FAMS) of its concerns regarding regarding the training and certification of pilot safety and security when conducting pilots, includes a requirement that future certain international relief flights. Based first officers hold an Air Transport Pilot -rat on those concerns, the FAMS approve the ing, and improves flight/duty-time rules, first Federal Flight Deck Officer (FFDO) among other enhancements. The FAA missions outside of the United States. creates a number of Aviation Rulemaking A massive volcanic eruption in Iceland Committees composed of ALPA and other 2010 cripples spring air travel throughout key industry stakeholders to recommend Europe and North America. ALPA par- regulations to address the law’s safety ticipates in domestic and international mandates on such subjects as pilot train- working groups in an effort to develop ing, stall warnings, severe weather, pilot standards that will allow a resump- records, first officer minimum qualification of air service. ALPA testifies before tions, programs for mentoring, leadership Congress on the subject and outlines and professionalism, and others. operational hazards and considerations. These activities were benefited by work done by ALPA and others in 2008 on an airline training video about volcanic ash hazards.

ALPA’s National Security Committee pub- 2010 lishes a white paper calling for a “Trust- Based Security System” and urges the secretary of homeland security and others within government and industry to support changes to TSA security screening procedures. The white paper is accepted as a subject of further research and analysis by the FBI-sponsored Terrorism Research Analysis Program (TRAP) consor- tium, on which ALPA is a participant. United Captain Linda Orlady testifies before Congress on the subject of volcanic ash and outlines operational hazards and considerations.

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ALPA supports H.R. 5810, the Securing The NextGen Advisory Committee (NAC) 2010 Aircraft Cockpits against Lasers Act of 2010, 2010 is established to provide strategic di- which is intended to make shining a laser at rection to the FAA on acquisitions and an aircraft a federal criminal offense. development decisions for the equipment and procedures necessary to move Yemeni terrorists attempt to bomb all- the Next Generation Air Transportation 2010 cargo carriers on October 29 by hiding System forward. ALPA participates at all bombs in printer cartridges. ALPA pro- levels of activity on the NAC. vides subject-matter expertise to government law enforcement and intelligence ALPA establishes policy on In-Flight agencies investigating the attack. 2010 Loss of Control (ILOC) in recognition of the cause of the greatest number The U.S. secretary of transportation an- of accidents in recent years, with the 2010 nounces in April the establishment of the goal of ensuring that all pilots receive Future of Aviation Advisory Committee training and remain proficient in ma- (FAAC). This committee, on which ALPA neuvers near the edges of the flight serves as a member, provides informa- envelope. ALPA’s standard for ILOC tion, advice, and recommendations to the training includes a strong academic Department of Transportation on ensuring foundation, incorporation of the in- the competitiveness of the U.S. aviation dustry’s “Upset Recovery Training Aid,” industry and its capability to address the use of high-fidelity simulation in train- evolving transportation needs, challenges, ing, and enhanced research into ILOC and opportunities of the U.S. and global instructional methods. economies. ALPA submits comments to the FAAC’s Safety and Environment ALPA establishes policy on automation Subcommittees with recommendations on 2010 dependency and its impact on manual numerous Association priorities, including flying skills. The new policy highlights NextGen, flight and duty time regulations, the importance of the regular exercise and voluntarily submitted safety data. of manual skills, deliberate determination of the proper levels of automation ALPA participates on the UN Subcommit- 2010 tee of Experts for the Safe Transporta- tion of Dangerous Goods’ working group The FAA issues proposed on lithium battery testing. ALPA urges U.S. and Canadian officials to place a new rules on in-flight icing; temporary ban on the carriage of lithium batteries as cargo on aircraft until proper the proposed rulemaking regulations and packaging are in place. represents the culmination of The FAA awards a HIMS contract to ALPA 2010 in July, with one base year and an exten- more than 15 years of efforts by sion for each of the following two years at $200,000 each year, for a total of $600,000. ALPA and others in the industry

The FAA issues proposed new rules on to improve safety of flight in 2010 in-flight icing; the proposed rulemaking represents the culmination of more than icing conditions. 2010 15 years of efforts by ALPA and others in the industry to improve safety of flight in icing conditions.

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throughout a flight based on operational ALPA promotes, and the FAAC includes, conditions, threats, and other circum- recommendations to regulators con- stances, and the need for robust stan- cerning NextGen, safety data programs, dard operating procedures and training sustainable alternative fuels, and other programs that emphasize the proper use safety enhancements. of automation. In May 2010, the FAA issues a final rule The FAA publishes Technical Standard 2010 on the use of ADS-B (out), culminating 2010 Order (TSO)-C195 “Avionics Supporting nearly three years of effort by ALPA and Automatic Dependent Surveillance- other industry and government partici- Broadcast (ADS-B), Aircraft Surveillance pants. The rule requires all aircraft oper- Applications (ASA).” This document ating in airspace that currently requires represents the culmination of years of use of a transponder to be equipped efforts by ALPA, working with aircraft with ADS-B (out) by 2020. The rule speci- and avionic manufacturers, to develop fies use of technology that harmonizes recommended standards for the use of the United States with the rest of the ADS-B “In” on a Cockpit Display of Traffic world but also contains a lower-cost op- Information (CDTI). When implemented, tion for general aviation aircraft operat- these standards will enable greater situ- ing in U.S. airspace. The initial benefit of ational awareness in congested areas by ADS-B (out) is primarily to the FAA in the allowing pilots to view traffic in real time form of enhanced ability to provide more on a cockpit display. accurate surveillance of aircraft in the national airspace system, although some 2010 The Commission of Inquiry into the airspace that is currently non-radar will Investigation of the Bombing of Air India be served by ADS-B surveillance. Flight 182 releases its final report, which includes numerous security recommen- One month later, the FAA charters an dations made by ALPA’s Canada Board Aviation Rulemaking Committee (ARC) in testimony to the commission. The with the two-year task of developing airborne explosion on the B-747 killed requirements for applications of ADS-B all 329 passengers and crew of the flight, (in), which will eventually allow airborne which represents the largest mass mur- aircraft to take advantage of position der in Canadian history. The commission information broadcast by other aircraft. finds that the bombing was precipitated In late 2010, the ARC delivers its first by a “cascading series of errors” by gov- recommendations to the FAA. The group ernment agencies. makes recommendations on a number of existing ADS-B (in) applications and As a direct result of ALPA’s advocacy on others being developed and supports 2010 to the Canadian Air Cargo Security continued development. The ARC will Working Group, Transport Canada is- deliver additional recommendations to sues a rule that requires 100 percent the FAA in September 2011 and its final hold baggage screening. report in June 2012. The Future of Aviation Advisory The first two Aviation Rulemaking 2010 Committee (FAAC), a government-char- 2010 Committees (ARCs) as a result of Public tered group established in May 2010 on Law 111–216 (see above) complete which ALPA participated as a member, their work. Final FAA action on the ARC holds its last meeting in December and reports is not complete, and the ARC represents its recommendations to the ports are not yet public. However, brief DOT secretary and FAA administrator.

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general descriptions of their focus and requirement for SIC pilots to be type- ALPA’s role are listed below: rated; and which academic coursework and pilot training programs can XX The Flight Crewmember Mentor- qualify for flight-hour credit against ing, Professional Development, the 1,500-hour requirement. ALPA’s and Leadership ARC is tasked with Air Safety Committee and Engineer- making recommendations to the FAA ing & Air Safety Department support on establishing flightcrew-member this effort. mentoring programs; establishing flightcrew-member professional Under ALPA’s leadership, the Safety development committees at each 2010 Management Systems (SMS) Aviation airline, made up of airline manage- Rulemaking Committee (ARC) completes ment and labor representatives; its work and submits a report in spring modifying pilot training programs to 2010, which includes recommendations accommodate different levels and about the FAA’s advance notice of pro- types of flight experience; establish- posed rulemaking (ANPRM) on potential ing command and leadership training SMS rulemaking. Among other recom- programs for new captains; and other mendations, the ARC proposes that the actions that may enhance flightcrew- FAA regulate the requirement for SMS member professional development. within FAR Parts 21, 91K, 119, 121, 125, The ARC report, which is submitted to 135, 141, 142, and 145. The ARC re- the FAA in late 2010, includes recom- views public comments submitted to the mendations on enhanced indoctrina- ANPRM previously issued in 2009. The tion training, different types of pilot ANPRM is subsequently withdrawn in mentoring programs, a new position 2011 (see below). within FAR Part 119 for a professional development expert, creation of Complying with a legislative mandate pilot development committees, and 2010 imposed by P.L. 111–216, the FAA issues other related issues. ALPA co-chairs a notice of proposed rulemaking (NPRM) the ARC, and members of the union’s proposing a regulatory structure for im- Professional Development Group and plementing Safety Management Systems Engineering & Air Safety Department staff participate on the committee. (SMS) throughout airline operations. XX The First Officer Qualification ARC Federal Air Marshal Service (FAMS) lead- is tasked with establishing minimum 2011 ers meet with ALPA leaders and staff qualification for pilots in order to be at the agency’s request to follow up on hired by and fly as second-in-com- ALPA’s long-standing concerns about the mand (SIC) for FAR Part 121 airlines. funding and management of the Federal The ARC is also tasked to develop Flight Deck Officer (FFDO) program. recommended guidance on flight- FAMS leaders readily acknowledge the hour credit toward the 1,500 hours validity of ALPA’s concerns and promote required by P.L. 111-216 for specific a closer working relationship with the academic coursework. The ARC re- Association to help resolve issues. port, which is delivered to the FAA in fall 2010, contains recommendations ALPA issues a regulatory, legislative, and regarding minimum qualifications for 2011 public awareness action plan in January pilots to be hired by FAR Part 121 air to safeguard the skies from deliberate carriers as first officers; additional laser illumination of aircraft and the risk training, proficiencies, and compe- it poses to aviation. ALPA urges making tencies before a pilot can act as a FAR Part 121 SIC crewmember; the intentionally shining a laser at an aircraft

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a federal crime, restricting the sale of appeals process for pilots, disciplin- portable lasers that are strong enough to ary action, reporting on releases from cause injury, increasing the size of laser- employment, means of dispensing free zones around airports, developing with old data, expunging records, and new ATC and pilot operating procedures other topics. The ARC report to the to mitigate risk when illuminations are FAA is completed in July 2011. ALPA’s reported, and other actions. ALPA’s Air Safety Committee and Legal De- partment support this effort. president joins the FAA administrator in June at a press conference announcing XX The Air Carrier Safety and Pilot Train- that the agency will begin imposing civil ing ARC is tasked with evaluating best penalties against people who point lasers practices currently in use to enhance into the cockpits of aircraft. training, maintain high professional standards, and allow mentoring and The TSA approves testing a new, enhanced information sharing among carri- 2011 security-screening program for crew- ers. The ARC reports its findings to members called the Known Crewmember Congress in July and identifies numer- program. Known Crewmember, jointly ous best practices, reports air carri- sponsored by ALPA and the Air Transport ers’ and pilot associations’ progress Association, uses more advanced technol- in implementing these practices, and recommends future regulatory ogy than CrewPASS, the first alternate and legislative actions. The ARC is screening system. Chicago O’Hare and scheduled to reconvene later in 2011 Miami International Airports are chosen to develop a second report, due to to be the first airports to host a 90-day Congress on July 31, 2012, outlining test of the program. The TSA is prepared industry progress in adopting the to authorize nationwide implementation recommendations and identified pending a successful test period. best practices. ALPA co-chairs the ARC, and members of the union’s Air More Aviation Rulemaking Committees 2011 Safety Committee and Engineering & (ARCs) are created as a result of P.L. Air Safety Department staff partici- 111–216 (see above). Final government pate on the committee. action on the ARC reports is not complete, XX The Stick Pusher and Adverse Weath- and the ARC reports are not yet public. er Event Training ARC is tasked with However, brief, general descriptions of making recommendations to the FAA their focus and ALPA’s role are listed below: regarding methods to increase flight- XX The Pilot Records Database ARC was crew members’ familiarity with, and tasked with making recommenda- improve their response to, stick-push- tions to modify FAR Parts 121, 125, er systems, flight in icing conditions, and 135 to require establishing and and microburst and windshear events. maintaining an electronic database The ARC’s findings are presented to containing a wider variety of pilots’ the FAA in late June 2011. The FAA records than is currently required. must report to Congress and the NTSB The records will be from both the on the ARC’s findings by July 31, 2011, FAA and airlines and cover training and initiate actions to implement the and certification, including records of ARC’s findings. ALPA’s Air Safety Com- failures and enforcement actions. The mittee and Engineering & Air Safety accuracy of such a comprehensive da- Department support this effort. tabase is critically important to ALPA. XX The Flightcrew Member Training The ARC discusses and is developing Hours Requirement Review ARC is recommendations on a corrections/ tasked with developing recommenda-

48 AIR LINE PILOTS ASSOCIATION, INTERNATIONAL A HISTORY OF PRIDE:

tions on the time frame and meth- By mid-2011, the U.S. Congress has not ods of reliability for FAR Parts 121 2011 yet passed an FAA reauthorization bill and 135 air carrier pilots to master and passes a short-term extension to aircraft systems, maneuvers, pro- keep the FAA operating, marking the cedures, takeoffs and landings, and 20th such temporary extension since the crew coordination. The ARC considers last reauthorization expired in 2007. The initial and recurrent training, class- lack of a bill keeps a number of ALPA- room training requirements, time backed safety initiatives in legislative between training events, and crew limbo and the future of numerous FAA leadership training needs. The ARC programs uncertain. reports to the FAA at the end of May 2011 and makes numerous recommendations, including the need for scenario-based training, establishing a new ARC to focus on a process- based training development system, one minimum performance standard for captains and first officers, adjust- ments to training intervals based on individual situations, and other related topics. ALPA’s Safety Committee and Engineering & Air Safety Depart- ment support this effort. ALPA participates in a working group 2011 tasked under the Aviation Rulemaking Advisory Committee (ARAC) to provide recommendations to the FAA on developing and implementing a process to set rulemaking priorities. The group’s goal is to help the FAA optimize the use of limited resources and develop safety regulations that are most critically needed for aviation. ALPA participates in a working group tasked 2011 ALPA becomes the first pilot organization to join the Coalition to Save GPS. This co- under the Aviation alition is formed to provide a unified industry voice objecting to a proposal by a Rulemaking Advisory private company, LightSquared, to establish a wide-ranging network of powerful Committee (ARAC) to transmitters providing cellular telephone and Internet service. The proposed net- provide recommendations work operates on a frequency immediately adjacent to that used by GPS world- to the FAA on developing wide, and testing shows that the system and implementing a would likely overpower GPS signals and render them unusable for navigation in process to set rulemaking most areas where airline aircraft operate. priorities. 2010

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50 AIR LINE PILOTS ASSOCIATION, INTERNATIONAL A HISTORY OF PRIDE:

For more than 80 years, ALPA pilots, through their labor union, have successfully worked to enhance aviation safety and security for the benefit of air travelers, flight crews, and the airline industry as a whole.

As we look to the next 80 years and beyond, ALPA remains steadfastly committed to continue these efforts to maintain and enhance air travel as the dependable, secure, and safe mode of transportation it is today.

AIR LINE PILOTS ASSOCIATION, INTERNATIONAL 1625 Massachusetts Avenue Washington, DC 20036 www.alpa.org

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AIR LINE PILOTS ASSOCIATION, INTERNATIONAL 2011