Lambert-St. Louis International Airport®

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Lambert-St. Louis International Airport® Rhonda Hamm-Niebruegge Director Rhonda Hamm-Niebruegge was appointed Director of Lambert-St. Louis International Airport by St. Louis City Mayor Francis Slay in the fall of 2009 and assumed the job in January 2010. The Airport is the primary air carrier facility for the St. Louis region handling over 14 million passengers annually. Ms. Hamm-Niebruegge manages nearly 500 employees with revenues averaging 165 million dollars annually. She is also Chairwoman of the 17- member St. Louis Airport Commission. Prior to Lambert, Ms. Hamm-Niebruegge logged 25 years in aviation management positions with American Airlines, Trans World Airlines (TWA) and Ozark Air Lines; a majority of her career has been based in St. Louis, Missouri. Ms. Hamm-Niebruegge was most recently the Managing Director of American Airlines’ St. Louis operation, a position she held beginning in 2002. Before the American and TWA merger, she held the position of Vice President of TWA’s North American Operations, responsible for an $800 million budget encompassing 100 airports and 8,000 TWA employees. Ms. Hamm-Niebruegge’s airline management resume began in 1984 as a customer service agent for Ozark Airlines in New York City. Ozark’s merger with TWA brought her to the St. Louis hub where she took on roles of Supervisor Administration, Ramp Supervisor, Manager Passenger Services and ultimately into high-level operations management positions which require negotiations with airports in areas of leases, operations, renovations and security. Ms. Hamm-Niebruegge is engaged in numerous St. Louis business and civic organizations, including board memberships in the Regional Commerce and Growth Association, the John Cook School of Business at Saint Louis University and St. Louis Variety. She is also Board President of Habitat for Humanity Saint Louis. She has been honored multiple times by the St. Louis Business Journal as one of St. Louis’ “100 Most Influential Leaders.” In 2009, Saint Louis University awarded Ms. Hamm-Niebruegge with its Global Leadership Service Award. Lambert-St. Louis International Airport PO BOX 10212 St. Louis, MO 63145 Telephone: 314-426-8000 .

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363 Part 238—Contracts With
Immigration and Naturalization Service, Justice § 238.3 (2) The country where the alien was mented on Form I±420. The contracts born; with transportation lines referred to in (3) The country where the alien has a section 238(c) of the Act shall be made residence; or by the Commissioner on behalf of the (4) Any country willing to accept the government and shall be documented alien. on Form I±426. The contracts with (c) Contiguous territory and adjacent transportation lines desiring their pas- islands. Any alien ordered excluded who sengers to be preinspected at places boarded an aircraft or vessel in foreign outside the United States shall be contiguous territory or in any adjacent made by the Commissioner on behalf of island shall be deported to such foreign the government and shall be docu- contiguous territory or adjacent island mented on Form I±425; except that con- if the alien is a native, citizen, subject, tracts for irregularly operated charter or national of such foreign contiguous flights may be entered into by the Ex- territory or adjacent island, or if the ecutive Associate Commissioner for alien has a residence in such foreign Operations or an Immigration Officer contiguous territory or adjacent is- designated by the Executive Associate land. Otherwise, the alien shall be de- Commissioner for Operations and hav- ported, in the first instance, to the ing jurisdiction over the location country in which is located the port at where the inspection will take place. which the alien embarked for such for- [57 FR 59907, Dec. 17, 1992] eign contiguous territory or adjacent island.
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INTERNATIONAL CONFERENCE on AIR LAW (Montréal, 20 April to 2
DCCD Doc No. 28 28/4/09 (English only) INTERNATIONAL CONFERENCE ON AIR LAW (Montréal, 20 April to 2 May 2009) CONVENTION ON COMPENSATION FOR DAMAGE CAUSED BY AIRCRAFT TO THIRD PARTIES AND CONVENTION ON COMPENSATION FOR DAMAGE TO THIRD PARTIES, RESULTING FROM ACTS OF UNLAWFUL INTERFERENCE INVOLVING AIRCRAFT (Presented by the Air Crash Victims Families Group) 1. INTRODUCTION – SUPPLEMENTAL AND OTHER COMPENSATIONS 1.1 The apocalyptic terrorist attack by the means of four hi-jacked planes committed against the World Trade Center in New York, NY , the Pentagon in Arlington, VA and the aborted flight ending in a crash in the rural area in Shankville, PA ON September 11th, 2001 is the only real time example that triggered this proposed Convention on Compensation for Damage to Third Parties from Acts of Unlawful Interference Involving Aircraft. 1.2 It is therefore important to look towards the post incident resolution of this tragedy in order to adequately and pro actively complete ONE new General Risk Convention (including compensation for ALL catastrophic damages) for the twenty first century. 2. DISCUSSION 2.1 Immediately after September 11th, 2001 – the Government and Congress met with all affected and interested parties resulting in the “Air Transportation Safety and System Stabilization Act” (Public Law 107-42-Sept. 22,2001). 2.2 This Law provided the basis for Rules and Regulations for: a) Airline Stabilization; b) Aviation Insurance; c) Tax Provisions; d) Victims Compensation; and e) Air Transportation Safety. DCCD Doc No. 28 - 2 - 2.3 The Airline Stabilization Act created the legislative vehicle needed to reimburse the air transport industry for their losses of income as a result of the flight interruption due to the 911 attack.
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Change 3, FAA Order 7340.2A Contractions
U.S. DEPARTMENT OF TRANSPORTATION CHANGE FEDERAL AVIATION ADMINISTRATION 7340.2A CHG 3 SUBJ: CONTRACTIONS 1. PURPOSE. This change transmits revised pages to Order JO 7340.2A, Contractions. 2. DISTRIBUTION. This change is distributed to select offices in Washington and regional headquarters, the William J. Hughes Technical Center, and the Mike Monroney Aeronautical Center; to all air traffic field offices and field facilities; to all airway facilities field offices; to all international aviation field offices, airport district offices, and flight standards district offices; and to the interested aviation public. 3. EFFECTIVE DATE. July 29, 2010. 4. EXPLANATION OF CHANGES. Changes, additions, and modifications (CAM) are listed in the CAM section of this change. Changes within sections are indicated by a vertical bar. 5. DISPOSITION OF TRANSMITTAL. Retain this transmittal until superseded by a new basic order. 6. PAGE CONTROL CHART. See the page control chart attachment. Y[fa\.Uj-Koef p^/2, Nancy B. Kalinowski Vice President, System Operations Services Air Traffic Organization Date: k/^///V/<+///0 Distribution: ZAT-734, ZAT-464 Initiated by: AJR-0 Vice President, System Operations Services 7/29/10 JO 7340.2A CHG 3 PAGE CONTROL CHART REMOVE PAGES DATED INSERT PAGES DATED CAM−1−1 through CAM−1−2 . 4/8/10 CAM−1−1 through CAM−1−2 . 7/29/10 1−1−1 . 8/27/09 1−1−1 . 7/29/10 2−1−23 through 2−1−27 . 4/8/10 2−1−23 through 2−1−27 . 7/29/10 2−2−28 . 4/8/10 2−2−28 . 4/8/10 2−2−23 .
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A Free Bird Sings the Song of the Caged: Southwest Airlines' Fight to Repeal the Wright Amendment John Grantham
Journal of Air Law and Commerce Volume 72 | Issue 2 Article 10 2007 A Free Bird Sings the Song of the Caged: Southwest Airlines' Fight to Repeal the Wright Amendment John Grantham Follow this and additional works at: https://scholar.smu.edu/jalc Recommended Citation John Grantham, A Free Bird Sings the Song of the Caged: Southwest Airlines' Fight to Repeal the Wright Amendment, 72 J. Air L. & Com. 429 (2007) https://scholar.smu.edu/jalc/vol72/iss2/10 This Article is brought to you for free and open access by the Law Journals at SMU Scholar. It has been accepted for inclusion in Journal of Air Law and Commerce by an authorized administrator of SMU Scholar. For more information, please visit http://digitalrepository.smu.edu. A FREE BIRD SINGS THE SONG OF THE CAGED: SOUTHWEST AIRLINES' FIGHT TO REPEAL THE WRIGHT AMENDMENT JOHN GRANTHAM* TABLE OF CONTENTS I. INTRODUCTION .................................. 430 II. HISTORICAL BACKGROUND .................... 432 A. THE BATTLE TO ESTABLISH AIRPORTS IN NORTH T EXAS .......................................... 433 B. PLANNING FOR THE SUCCESS OF THE NEW AIRPORT ........................................ 436 C. THE UNEXPECTED BATTLE FOR AIRPORT CONSOLIDATION ................................... 438 III. THE EXCEPTION TO DEREGULATION ......... 440 A. THE DEREGULATION OF AIRLINE TRAVEL ......... 440 B. DEFINING THE WRIGHT AMENDMENT RESTRICTIONS ................................... 444 C. EXPANDING THE WRIGHT AMENDMENT ........... 447 D. SOUTHWEST COMES OUT AGAINST THE LoVE FIELD RESTRICTIONS ............................... 452 E. THE END OF AN ERA OR THE START OF SOMETHING NEW .................................. 453 IV. THE WRIGHT POLICY ............................ 455 A. COMMERCE CLAUSE ................................. 456 B. THE WRIGHT AMENDMENT WILL REMAIN STRONG LAW IF ALLOWED .................................. 456 1. ConstitutionalIssues ......................... 456 2. Deference to Administrative Agency Interpretation...............................
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Aircraft Accident Report Ozark Air Lines, Inc
SA- None File No. 1-0039 AIRCRAFT ACCIDENT REPORT OZARK AIR LINES, INC. DOUGLAS DC-9-15, N974Z SIOUX CITY AIRPORT SIOUX CITY, IOWA DECEMBER 27,1968 ADOPTED: SEPTEMBER 2, 1970 NATIONAL TRANSPORTATION SAFETY BOARD Bureau 'of Aviation Safety Washington, 0. C. 20591 , OZARK AIR LINES, INC. DOUGLAS DC-9-15, N974Z SIOUX CITY AIRPORT SIOUX CITY, IOWA DECEMBER 27. 1968 TABLE OF CONTENTS Synopsis 1 Probable Cause 2 1. Investigation 3 1.1 History of Flight 3 1.2 Injuries to Persons 7 1.3 Damage to Aircraft 7 1.4 Other Damage 7 1.5 Crew Information 8 1.6 Aircraft Information 8 1.7 Meteorological Information 10 1.8 Aids to Navigation 11 1.9 Communications 11 1.10 Aerodrome and Ground Facilities 11 1.11 Flight Recorders 12 1.12 Wreckage 15 1.13 Fire 16 1.14 Survival Aspects 17 1.15 Tests and Research 19 1.16 Other Information 21 (a) Stall Warning 21 (b) Anti-icing System 21 (c) Speed Control-Lift InstrumentationSystem 22 (d) Stall Recovery Incidents 22 2. Analysis and Conclusions 24 2.1 Analysis 24 2.2 Conclusions 29 (a) Findings 29 (b) Probable Cause 30 3. Recommendations 31 Appendices Attachment File No. 1-0039 NATIONAL TRANSPORTATION SAFETY BOARD DEPARTMENT PF TRANSPORTATION AIRCRAF'f ACCIDENT REPORT Mooted: Seotember 2.1970 OZARK AIR LINES, INC. DOUGLAS DC-9-15. N974Z SIOUX CITY AIRPORT, SIOUX CITY, IOWA DECEMBER 27, 1968 SYNOPSIS At approximately 0711 c.8.t. on December 27, 1968,._O_zark Atr -. Lines Flight 982, a I_-Douglas ~ DC-9, crashed while *=off from the Sioux City Airport, Sioux City,' Iowa.
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The Evolution of U.S. Commercial Domestic Aircraft Operations from 1991 to 2010
THE EVOLUTION OF U.S. COMMERCIAL DOMESTIC AIRCRAFT OPERATIONS FROM 1991 TO 2010 by MASSACHUSETTS INSTME OF TECHNOLOGY ALEXANDER ANDREW WULZ UL02 1 B.S., Aerospace Engineering University of Notre Dame (2008) Submitted to the Department of Aeronautics and Astronautics in PartialFulfillment of the Requirementsfor the Degree of MASTER OF SCIENCE at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY June 2012 0 2012 Alexander Andrew Wulz. All rights reserved. .The author hereby grants to MIT permission to reproduce and to distribute publicly paper and electronic copies of this thesis document in whole or in part in any medium now known or hereafter created. Signature of Author ..................................................................... .. ...................... Department of Aeronautr and Astronautics n n May 11, 2012 Certified by ............................................................................ Peter P. Belobaba Principle Research Scientist of Aeronautics and Astronautics / Thesis Supervisor A ccepted by ................................................................... Eytan H. Modiano Professor of Aeronautics and Astronautics Chair, Graduate Program Committee 1 PAGE INTENTIONALLY LEFT BLANK 2 THE EVOLUTION OF U.S. COMMERCIAL DOMESTIC AIRCRAFT OPERATIONS FROM 1991 TO 2010 by ALEXANDER ANDREW WULZ Submitted to the Department of Aeronautics and Astronautics on May 11, 2012 in PartialFulfillment of the Requirementsfor the Degree of MASTER OF SCIENCE IN AERONAUTICS AND ASTRONAUTICS ABSTRACT The main objective of this thesis is to explore the evolution of U.S. commercial domestic aircraft operations from 1991 to 2010 and describe the implications for future U.S. commercial domestic fleets. Using data collected from the U.S. Bureau of Transportation Statistics, we analyze 110 different aircraft types from 145 airlines operating U.S. commercial domestic service between 1991 and 2010. We classify the aircraft analyzed into four categories: turboprop, regional jet, narrow-body, and wide-body.
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1.4. Coding and Decoding of Airlines 1.4.1. Coding Of
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Airline Mergers, Acquisitions and Bankruptcies: Will the Collective Bargaining Agreement Survive Jonni Walls
Journal of Air Law and Commerce Volume 56 | Issue 3 Article 7 1991 Airline Mergers, Acquisitions and Bankruptcies: Will the Collective Bargaining Agreement Survive Jonni Walls Follow this and additional works at: https://scholar.smu.edu/jalc Recommended Citation Jonni Walls, Airline Mergers, Acquisitions and Bankruptcies: Will the Collective Bargaining Agreement Survive, 56 J. Air L. & Com. 847 (1991) https://scholar.smu.edu/jalc/vol56/iss3/7 This Comment is brought to you for free and open access by the Law Journals at SMU Scholar. It has been accepted for inclusion in Journal of Air Law and Commerce by an authorized administrator of SMU Scholar. For more information, please visit http://digitalrepository.smu.edu. AIRLINE MERGERS, ACQUISITIONS AND BANKRUPTCIES: WILL THE COLLECTIVE BARGAINING AGREEMENT SURVIVE? JONNI WALLS I. INTRODUCTION AIRLINE DEREGULATION has produced a record number of mergers and bankruptcies in the airline in- dustry, turning the industry into a "national oligopoly."' Since deregulation, over 200 scheduled carriers have gone out of business, mainly because of mergers, acquisi- tions and bankruptcies. 2 As a result, the top eight carri- ers control over 90 percent of the market. Since 1978 more than 120 airlines have filed various types of bank- ruptcy proceedings.' The flurry of merger activity that began almost immediately upon enactment of deregula- tion 5 continues to be extremely vigorous. Between 1985 and 1987 over twenty-five mergers took place, and 1986 1 P. DEMPSEY, THE SOCIAL AND ECONOMIC CONSEQUENCES OF DEREGULATION 81 (1989); Dempsey, Airline Deregulation and Laissez Faire Mythology: Economic Theory in Turbulence, 56J. AIR L. & CoM.
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Corr Reviews Buckstein Leads '87 Performance on Legal Front Editor's Note: at the December Shareholders Meeting in New York, D
_VOLUME 51 NUMBER 1 JANUARY 15, 1988 Corr Reviews Buckstein Leads '87 Performance On Legal Front editor's note: at the December shareholders meeting in New York, D. Joseph Corr, TWA president and chief operating officer, presented the following review of TWA. At last year's annual meeting, we reviewed the problems which faced TWA, and we discussed our plans to overcome these problems with the expectation of returning Mark A. Buckstein is senior vice president-external TWA to sustained profitability. This year, I am pleased to report that we have made affairs and general counsel for TWA. He holds a law tremendous progress, and are continuing to move ahead with added plans to improve degree from New York University, 1963, and is a the quality of our service as well as profitability of the company. special law professor at Hofstra University School At last year's meeting we anticipated the acquisition of Ozark Air Lines. Not only of Law. was this accomplished, but we are pleased to report that Ozark has been completely integrated into._TWA's operation, and we are now enjoying the bottom line benefits He joiried TWA on February 1, 1986. This interview of this acquisition. We are particularly proud of the expeditious fashion in which this was conducted in December at his 605 office. integration was accomplished, particularly in light of the problems experienced by other carriers when they have attempted to combine operations of two separate airlines, each with its own culture, union agreements and operating system. We promised that Mr. kahn and the new management of TWA was dedicated Employees with questions for Mr.
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Airline Service Abandonment and Consolidation - a Chapter in the Battle Ga Ainst Subsidization Ronald D
Journal of Air Law and Commerce Volume 32 | Issue 4 Article 2 1966 Airline Service Abandonment and Consolidation - A Chapter in the Battle ga ainst Subsidization Ronald D. Dockser Follow this and additional works at: https://scholar.smu.edu/jalc Recommended Citation Ronald D. Dockser, Airline Service Abandonment and Consolidation - A Chapter in the Battle against Subsidization, 32 J. Air L. & Com. 496 (1966) https://scholar.smu.edu/jalc/vol32/iss4/2 This Article is brought to you for free and open access by the Law Journals at SMU Scholar. It has been accepted for inclusion in Journal of Air Law and Commerce by an authorized administrator of SMU Scholar. For more information, please visit http://digitalrepository.smu.edu. AIRLINE SERVICE ABANDONMENT AND CONSOLIDATION - A CHAPTER IN THE BATTLE AGAINST SUBSIDIZATIONt By RONALD D. DOCKSERtt CONTENTS I. INTRODUCTION II. THE CASE FOR ELIMINATING SUBSIDY A. Subsidy Cost B. Misallocation Results Of Subsidy C. CAB Present And Future Subsidy Goals III. PROPOSALS FOR FURTHER SUBSIDY REDUCTION A. Federal TransportationBill B. The Locals' Proposal C. The Competitive Solution 1. Third Level Carriers D. Summary Of Proposals IV. TRUNKLINE ROUTE ABANDONMENT A. Passenger Convenience And Community Welfare B. Elimination Of Losses C. Equipment Modernization Program D. Effect On Competing Carriers E. Transfer Of Certificate Approach F. Evaluation Of Trunkline Abandonment V. LOCAL AIRLINE ROUTE ABANDONMENT A. Use-It-Or-Lose-It 1. Unusual and Compelling Circumstances a. Isolation and Poor Surface Transportation b. Growing Economic Potential of the Community c. Improved Equipment Will Soon Attract More Traffic d. Carrier Profits Despite Low Usage e.
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Volume 22: Number 1 (2004)
Estimating Airline Employment: The Impact Of The 9-11 Terrorist Attacks David A. NewMyer, Robert W. Kaps, and Nathan L. Yukna Southern Illinois University Carbondale ABSTRACT In the calendar year prior to the terrorist attacks of September 11, 2001, U. S. Airlines employed 732,049 people according to the Bureau of Transportation Statistics [BTS] of the U. S. Department of Transportation (Bureau of Transportation Statistics, U. S. Department of Transportation [BTS], 2001). Since the 9-11 attacks there have been numerous press reports concerning airline layoffs, especially at the "traditional," long-time airlines such as American, Delta, Northwest, United and US Airways. BTS figures also show that there has been a drop in U. S. Airline employment when comparing the figures at the end of the calendar year 2000 (732,049 employees) to the figures at the end of calendar year 2002 (642,797 employees) the first full year following the terrorist attacks (BTS, 2003). This change from 2000 to 2002 represents a total reduction of 89,252 employees. However, prior research by NewMyer, Kaps and Owens (2003) indicates that BTS figures do not necessarily represent the complete airline industry employment picture. Therefore, one key purpose of this research was to examine the scope of the post 9-11 attack airline employment change in light of all available sources. This first portion of the research compared a number of different data sources for airline employment data. A second purpose of the study will be to provide airline industry employment totals for both 2000 and 2002, if different from the BTS figures, and report those.
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The Decade That Terrorists Attacked Not Only the United States on American Soil, but Pilots’ Careers and Livelihoods
The decade that terrorists attacked not only the United States on American soil, but pilots’ careers and livelihoods. To commemorate ALPA’s 80th anniversary, Air Line Pilot features the following special section, which illustrates the challenges, opportunities, and trends of one of the most turbulent decades in the industry’s history. By chronicling moments that forever changed the aviation industry and its pilots, this Decade in Review—while not all-encompassing—reflects on where the Association and the industry are today while reiterating that ALPA’s strength and resilience will serve its members and the profession well in the years to come. June/July 2011 Air Line Pilot 13 The Decade— By the Numbers by John Perkinson, Staff Writer lthough the start of the millennium began with optimism, 2001 and the decade that followed has been infamously called by some “The Lost Decade.” And statistics don’t lie. ALPA’s Economic A and Financial Analysis (E&FA) Department dissected, by the numbers, the last 10 years of the airline industry, putting together a compelling story of inflation, consolidation, and even growth. Putting It in Perspective During the last decade, the average cost of a dozen large Grade A eggs jumped from 91 cents to $1.66, an increase of 82.4 percent. Yet the Air Transport Association (ATA) reports that the average domestic round-trip ticket cost just $1.81 more in 2010 than at the turn of the decade—$316.27 as compared to $314.46 in 2001 (excluding taxes). That’s an increase of just 0.6 percent more.
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