BRIEF on NAM/CAR STATES RESTRICTIONS DUE to COVID-19 (Revised: 12 August 2020)

Total Page:16

File Type:pdf, Size:1020Kb

BRIEF on NAM/CAR STATES RESTRICTIONS DUE to COVID-19 (Revised: 12 August 2020) BRIEF ON NAM/CAR STATES RESTRICTIONS DUE TO COVID-19 (Revised: 12 August 2020) The following table looks to provide the status of the NAM/CAR main travel and Air Navigation operational restrictions currently in place by the date of its review. This monitoring provides an indeed explanation of the purpose of this brief is for information. All operational stakeholders are requested to consult the most up-to-date AIS information. * Airport and ATS status details on attachment Status / Restriction Border status Travel restrictions ANS service restrictions* Other restrictions State (open/closed: date to remove) (open/closed: date to remove) (open/closed: date to (open/closed: date to remove) remove) Aruba • As of 15 June 2020, borders will re-open for inbound Prior to Boarding the flight destined to AUA: During the Flight to AUA: passengers from Curacao and Bonaire; a) All passengers shall complete an online health Aircraft operators shall • As of 01 July 2020, borders will re-open for inbound questionnaire 72 hours prior to boarding the inbound provide sufficient hand passengers from Europe, Canada and the Caribbean flight to AUA. If deemed OK to board, the passenger will sanitizers at strategic places (with the exception of Haiti and the Dominican receive an “OK to board” Statement. This Statement has or distribute it manually on Republic); to be shown to the aircraft operator upon boarding. the aircraft and shall require • As of 10 July 2020, borders will re-open for inbound b) Visitors shall arrange a valid COVID-19 health passengers to clean their passengers from the USA; insurance that covers their stay in Aruba. hands prior to boarding and • In a later stage (to be determined), the borders will c) Visitors are highly recommended to provide de-boarding. be re-opened for inbound passengers from Central certified negative COVID-19 PCR test that has been taken Air operators are America, Mexico, South America, Haiti and the within 72 hours before departure. recommended to instruct Dominican Republic. d) It is highly recommended that visitors download passengers on the the official App of the Department of Public Health of procedures for safe use and Aruba prior or upon arrival. disposal of used face masks. e) Passengers older than 12 years shall at all time Upon Arrival at AUA: wear a face mask from the moment of boarding the The pilot-in-command of an aircraft until the moment of leaving the airport’s aircraft shall complete the premises. This will also be the case when departing from Health part of the General the AUA airport (from entering the airport until boarding Declaration form and shall the aircraft). arrange to submit this to the Immigration Officer at the airport for inspection. Aircraft operators shall have all passengers complete the “Public Health Locator Form” in case of detection of a positive case on board. A sample form is attached to this document (most operators have their own form for this purpose). Status / Restriction Border status Travel restrictions ANS service restrictions* Other restrictions State (open/closed: date to remove) (open/closed: date to remove) (open/closed: date to (open/closed: date to remove) remove) Bahamas PURSUANT TO THE EMERGENCY PWR COVID-19 NO3 ORDERS 2020, PART V FOR THE PURPOSES OF PREVENTING CONTROLLING AND SUPPRESSING THE SPREAD OF COVID 19 ALL ACFT ARR OR TRANSITING THE BAHAMAS WILL REQUIRE APROVED FROM THE DIRECTOR GENERAL OF THE BAHAMAS CIVIL AVIATION AUTHORITY PRIOR TO OPS. EXEMPTIONS ARE MADE FOR EMERG FLTS AND THE TRANSPORT OF ESSENTIAL GOODS AND FREIGHT. THE DIRECTOR GENERAL IS EMPOWERED TO APV ENTRY INTO AND TRAVEL THROUGHOUT THE BAHAMAS UNDER THE FOLLOWING CONDITIONS: INTERNATIONAL - AN RTPCR TEST HAS BEEN COMPLETED AND RETURNED WITH A NEGATIVE RESULT, WI TEN DAYS OF TRAVEL - A HEALTH CERTIFICATE HAS BEEN OBTAINED THROUGH THE MINISTRY OF HEALTHS ONLINE PORTAL - UPON ENTRY, THE PAX AGREES TO MANDATORY QUARANTINE FOR 14 DAYS AND TO BE MONITORED DURING THIS PERIOD - THE PROVISIONS FOR TESTING AND MONITORING DO NOT APPLY TO PERSONS UP TO 10 YEARS OF AGE END PART 1 OF 2 CREATED: 30 Jul 2020 19:25:00 SOURCE: MYNNYNYX Barbados No operations activity Cargo-restricted operations, shown. medical evacuations, humanitarian flights, and technical stops for refueling. Belice THE PHILIP S. W. GOLDSON INTL AP IS CLSD FOR INTL AD HR SER NOW 1400-2200 DUE TO COVID-19 PANDEMIC No operations activity is Cargo-restricted operations, GEN AVIATION (IGA) FLT AND COMMERCIAL PAX FLT AND CONTINGENCY OPS. CREATED: 30 Jun 2020 22:43:00 displayed. medical evacuations, IN ACCORDANCE WITH GOVERNMENTAL ORDER DUE SOURCE: MHCCYNYX humanitarian flights and TO COVID-19 PANDEMIC. TRAFFIC NOT AFFECTED: technical stops without OVERFLIGHTS, CARGO FLT,HUM AID FLT, MEDICAL disembarkation or AND RELIEF FLIGHTS, AMBULANCE FLT, EMERG FLT, passenger entry, TECHNICAL STOP FLT WHERE PAX DO NOT repatriation and ferry DISEMBARK, ALTN AP IDENTIFIED IN A FPL TO flights, serve as an alternate ADDRESS WX OR ACFT SAFETY SITUATION WHERE PAX airport in case of need for DO NOT DISEMBARK, REPATRIATION FLT AND FERRY safety reasons. Overflights. FLT. OPR SHOULD REQ PERMISSION 48 HRS IN ADVANCE AND MUST WAIT FOR SPECIAL CLEARANCE FROM THE BELIZE DIRECTOR OF CIVIL AVIATION. FM FRI 2359 TIL MON 1159 UTC CENAMER ACC/FIC WILL BE PROVIDING FIS FOR AIRCRAFT OVERFLYING THROUGH BELIZEAN AIRSPACE BELOW FL200. CREATED: 06 Aug 2020 14:41:00 SOURCE: MHCCYNYX Status / Restriction Border status Travel restrictions ANS service restrictions* Other restrictions State (open/closed: date to remove) (open/closed: date to remove) (open/closed: date to (open/closed: date to remove) remove) Canadá COVID-19: FLIGHT RESTRICTIONS UNTIL FURTHER NOTICE, COVID-19: FLIGHT RESTRICTIONS UNTIL FURTHER WITH THE INTENT TO PREVENT THE SPREAD OF COVID-19 NOTICE, WITH THE INTENT TO PREVENT THE SPREAD THROUGHOUT CANADA, ALL PRIVATE OPR AND OF COVID-19 THROUGHOUT CANADA, AN OPERATOR COMMERCIAL AIR SVC OPR FLT TO CANADA OPERATING FLIGHTS IN CANADA MUST COMPLY WITH TRANSPORTING PASSENGERS MUST COMPLY WITH THE THE PROVISION OF THE 'INTERIM ORDER RESPECTING PROVISION OF THE 'INTERIM ORDER RESPECTING CERTAIN CERTAIN REQUIREMENTS FOR CIVIL AVIATION DUE TO REQUIREMENTS FOR CIVIL AVIATION DUE TO COVID-19 COVID-19 NO.4' DATED JULY 25, 2020. THIS INCLUDES NO.4' DATED JULY 25, 2020. THIS INCLUDES A A REQUIREMENT FOR PASSENGER FACE MASKS. REQUIREMENT FOR PASSENGER FACE MASKS OR OPERATORS ARE REQUIRED TO NOTIFY PASSENGERS COVERINGS. IN ADDITION TO ABV, AND PURSUANT TO OF THE LATEST MEASURES TO PREVENT THE SPREAD SECTION 5.1 OF THE AERONAUTICS ACT, ALL COMMERCIAL OF COVID-19 TAKEN BY THE TERRITORIAL AND AIR SVC CONDUCTING SKED INTERNATIONAL SVC FOR THE PROVINCIAL GOVERNMENT WITH JURISDICTION AT TRANSPORT OF PASSENGERS ON AN INBOUND FLT TO THE DESTINATION AERODROME FOR THAT FLIGHT. CANADA, EXC DIRECT FLT FM THE USA, MEXICO, CENTRAL COVID-19: AMERICA, THE CARIBBEAN, SOUTH AMERICA, AND ST- CREWS/PASSENGERS REQUIREMENTS ALL FOREIGN PIERRE ET MIQUELON, MUST, FOR THE PURPOSE OF MIL AND STATE ACFT WITH STOP OVERS IN CANADA DISEMBARKING PASSENGERS, LAND AT ONE OF THE FLW TO CTC SODO(AT)FORCES.GC.CA OR CALL (204) 833- AP: -AEROPORT INTL DE MONTREAL-TRUDEAU -CALGARY 2500 EXT 2082 PRIOR TO FILING FLT PLAN INTL AIRPORT -TORONTO-PEARSON INTL AIRPORT - VANCOUVER INTL AIRPORT THIS RESTRICTION DOES NOT APPLY TO ACFT OPERATED IN THE FLW CIRCUMSTANCES: - TECHNICAL STOPS WHERE PASSENGERS DO NOT DISEMBARK, OR -AT ALTERNATE AP IDENTIFIED IN A FLT PLAN TO ADDRESS WX, OR -ACFT SAFETY SITUATIONS, OR - IN THE CASE WHERE SPECIAL AUTH HAS BEEN GRANTED BY TRANSPORT CANADA: 1-888-857-4003. Status / Restriction Border status Travel restrictions ANS service restrictions* Other restrictions State (open/closed: date to remove) (open/closed: date to remove) (open/closed: date to (open/closed: date to remove) remove) Costa Rica •ATS HR SER 1200-2359 DUE TO COVID-19 CREATED: 09 •GA (EXECUTIVES AND PRIVATE FLT) FOR LDG AND Aug 2020 18:25:00 SOURCE: MHCCYNYX TECHNICAL STOP, DUE TO DECREE 42513-MGP-S COVID- •GA (EXECUTIVES AND PRIVATE FLT) FOR LDG AND 19, 48 HR PPR BFR LDG EXC FLT FM CANADA, UNITED TECHNICAL STOP, DUE TO DECREE 42513-MGP-S COVID- KINGDOM AND EUROPEAN UNION WRITE EMAILS TO: 19, 48 HR PPR BFR LDG EXC FLT FM CANADA, UNITED RFIC(A)DGAC.GO.CR AVARGAS(A)DGAC.GO.CR THE AUTH KINGDOM AND EUROPEAN UNION WRITE EMAILS TO: MUST BE REQUIRED AT LDG CREATED: 02 Aug 2020 RFIC(A)DGAC.GO.CR AVARGAS(A)DGAC.GO.CR AND 03:45:00 SOURCE: MHCCYNYX LMIRANDA(A)DGAC.GO.CR THE AUTH MUST BE REQUIRED •IN SUPPORT OF HEALTH MEASURES IMPLEMENTED BY AT LDG CREATED: 02 Aug 2020 03:44:00 SOURCE: COSTA RICA GOV EMERG DECREE 42513-MGP-S AND TO MHCCYNYX AVOID THE DISSEMINATION OF CORONAVIRUS •IN SUPPORT OF HEALTH MEASURES IMPLEMENTED BY INFECTIONS (COVID-19), COSTA RICA ALLOWS ONLY THE COSTA RICA GOV EMERG DECREE 42513-MGP-S AND TO ARRIVAL OF COSTARICAN CITIZENS, RESIDENTS AND AVOID THE DISSEMINATION OF CORONAVIRUS TOURIST FM CANADA, EUROPEAN UNION AND UNITED INFECTIONS (COVID-19), COSTA RICA ALLOWS ONLY THE KINGDOM. EXC FLT CREWS AND CARGO FLT, TECHNICAL ARRIVAL OF COSTARICAN CITIZENS, RESIDENTS AND STOPS WHERE PAX DO NOT DISEMBARK OR AT ALTN TOURIST FM CANADA, EUROPEAN UNION AND UNITED IDENTIFIED IN A FPL TO ADDRESS WX OR ACFT SAFETY KINGDOM. EXC FLT FLT CREWS AND CARGO FLT, SITUATION CREATED: 02 Aug 2020 03:35:00 SOURCE: TECHNICAL STOPS WHERE PAX DO NOT DISEMBARK OR AT MHCCYNYX ALTN IDENTIFIED IN A FPL TO ADDRESS WX OR ACFT SAFETY SITUATION CREATED: 02 Aug 2020 03:31:00 SOURCE: MHCCYNYX •AD CLSD DUE TO COVID-19 CREATED: 28 Jul 2020 19:52:00 SOURCE: MHCCYNYX •DUE TO COVID-19 PANDEMIC EMERG FPL WILL ONLY BE RECEIVED BY EMAIL ALIBERIA(A)DGAC.GO.CR TELEPHONE FOR INQUIRIES (506)26681026 (506)22428000 EXTENSION PHONE 9144 CREATED: 27 Jun 2020 15:29:00 SOURCE: MHCCYNYX Cuba IN COMPLIANCE WITH THE PROVISIONS ISSUED BY THE THE HAVANA FIR / CTA AND THE INTERNATIONAL GOVERNMENT OF THE REPUBLIC OF CUBA, TAKING INTO AIRPORTS WILL CONTINUE TO OPERATE AS PUBLISHED IN ACCOUNT THE WORLD AND CUBAN EPIDEOMOLOGIC AL AIP CUBA WITH ALL ITS SERVICES AVAILABLE FOR THE SITUATION IN RECOVERY POST COVID 19, THE OPERATIONS LINKED TO THE PREVIOUS PARAGRAPH.
Recommended publications
  • Would Competition in Commercial Aviation Ever Fit Into the World Trade Organization Ruwantissa I
    Journal of Air Law and Commerce Volume 61 | Issue 4 Article 2 1996 Would Competition in Commercial Aviation Ever Fit into the World Trade Organization Ruwantissa I. R. Abeyratne Follow this and additional works at: https://scholar.smu.edu/jalc Recommended Citation Ruwantissa I. R. Abeyratne, Would Competition in Commercial Aviation Ever Fit into the World Trade Organization, 61 J. Air L. & Com. 793 (1996) https://scholar.smu.edu/jalc/vol61/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. WOULD COMPETITION IN COMMERCIAL AVIATION EVER FIT INTO THE WORLD TRADE ORGANIZATION? RUWANTISSA I.R. ABEYRATNE* TABLE OF CONTENTS I. INTRODUCTION ................................. 794 II. THE GENESIS OF AIR TRAFFIC RIGHTS ......... 795 A. TiH CHICAGO CONFERENCE ...................... 795 B. THE CHICAGO CONVENTION ..................... 800 C. POST-CHICAGO CONVENTION TRENDS ............ 802 D. THiE BERMUDA AGREEMENT ...................... 805 E. Ti ROLE OF ICAO ............................. 808 III. RECENT TRENDS .................................. 809 A. THE AI TRANSPORT COLLOQUIUM .............. 809 B. POST-COLLOQUIuM TRENDS ...................... 811 C. THE WORLD-WIDE AIR TRANSPORT CONFERENCE. 814 D. SOME INTERIM GLOBAL ISSUES ................... 816 E. OBJECTWES OF THE CONFERENCE ................ 819 F. EXAMINATION OF ISSUES
    [Show full text]
  • A Statistical Analysis of Commercial Aviation Accidents 1958-2019
    Airbus A Statistical Analysis of Commercial Aviation Accidents 1958-2019 Contents Scope and definitions 02 1.0 2020 & beyond 05 Accidents in 2019 07 2020 & beyond 08 Forecast increase in number of aircraft 2019-2038 09 2.0 Commercial aviation accidents since the advent of the jet age 10 Evolution of the number of flights & accidents 12 Evolution of the yearly accident rate 13 Impact of technology on aviation safety 14 Technology has improved aviation safety 16 Evolution of accident rates by aircraft generation 17 3.0 Commercial aviation accidents over the last 20 years 18 Evolution of the yearly accident rate 20 Ten year moving average of accident rate 21 Accidents by flight phase 22 Distribution of accidents by accident category 24 Evolution of the main accident categories 25 Controlled Flight Into Terrain (CFIT) accident rates 26 Loss Of Control In-flight (LOC-I) accident rates 27 Runway Excursion (RE) accident rates 28 List of tables & graphs 29 A Statistical Analysis of Commercial Aviation Accidents 1958 / 2019 02 Scope and definitions This publication provides Airbus’ a flight in a commercial aircraft annual analysis of aviation accidents, is a low risk activity. with commentary on the year 2019, Since the goal of any review of aviation as well as a review of the history of accidents is to help the industry Commercial Aviation’s safety record. further enhance safety, an analysis This analysis clearly demonstrates of forecasted aviation macro-trends that our industry has achieved huge is also provided. These highlight key improvements in safety over the factors influencing the industry’s last decades.
    [Show full text]
  • Commercial Aviation Safety Team and Joint Safety Analysis Teams
    Commercial Aviation Safety Team and Joint Safety Analysis Teams Raymond E. King, Psy.D. Major, USAF, BSC Chief, Research Branch HQ Air Force Safety Center Policy, Research, and Technology Division ABSTRACT Commission and the NCARC both The number of commercial airplanes in service recommended that, to find a way to reduce will nearly double by the year 2015, going from aviation accidents, the FAA work with the airline about 12,000 airplanes today to over 23,000 in industry to establish some form of strategic 2015. On a worldwide basis, the data suggest safety plan. nearly a hull loss accident per week by the year 2015 at the current accident rate, which has In 1997, at an NCARC hearing, FAA and airline plateaued over the last decade. Many ideas for industry representatives testified about how they enhancing safety focus on technology were investigating the root causes of aviation improvements to airplanes. While such accidents. The FAA Deputy Director of Aircraft improvements are important, it should be noted Certification Service, Beth Erickson, testified for that their impact would not be significant unless the agency: "We had learned from past efforts they can be implemented on the existing airplane that safety improvements were better fleet. A large portion of the airplanes that will be accomplished when we worked with competent operating in 2007 have already been built, and aviation authorities--pilot unions, airlines, most of the rest have already been designed. The aircraft and aerospace manufacturers, and so data show there are significant factors outside of forth--all pooling our expertise to come up with the airplane design itself that influence the the best way to deal with safety issues.
    [Show full text]
  • WASHINGTON AVIATION SUMMARY March 2018 EDITION
    WASHINGTON AVIATION SUMMARY March 2018 EDITION CONTENTS I. REGULATORY NEWS .............................................................................................. 1 II. AIRPORTS ................................................................................................................ 3 III. SECURITY AND DATA PRIVACY ............................................................................ 6 IV. E-COMMERCE AND TECHNOLOGY ....................................................................... 7 V. ENERGY AND ENVIRONMENT ................................................................................ 9 VI. U.S. CONGRESS .................................................................................................... 11 VII. BILATERAL AND STATE DEPARTMENT NEWS ................................................... 13 VIII. EUROPE/AFRICA ................................................................................................... 14 IX. ASIA/PACIFIC/MIDDLE EAST ................................................................................ 17 X. AMERICAS ............................................................................................................. 19 For further information, including documents referenced, contact: Joanne W. Young Kirstein & Young PLLC 1750 K Street NW Suite 200 Washington, D.C. 20006 Telephone: (202) 331-3348 Fax: (202) 331-3933 Email: [email protected] http://www.yklaw.com The Kirstein & Young law firm specializes in representing U.S. and foreign airlines, airports, leasing companies,
    [Show full text]
  • The Impacts of Globalisation on International Air Transport Activity
    Global Forum on Transport and Environment in a Globalising World 10-12 November 2008, Guadalajara, Mexico The Impacts of Globalisation on International Air Transport A ctivity Past trends and future perspectives Ken Button, School of George Mason University, USA NOTE FROM THE SECRETARIAT This paper was prepared by Prof. Ken Button of School of George Mason University, USA, as a contribution to the OECD/ITF Global Forum on Transport and Environment in a Globalising World that will be held 10-12 November 2008 in Guadalajara, Mexico. The paper discusses the impacts of increased globalisation on international air traffic activity – past trends and future perspectives. 2 TABLE OF CONTENTS NOTE FROM THE SECRETARIAT ............................................................................................................. 2 THE IMPACT OF GLOBALIZATION ON INTERNATIONAL AIR TRANSPORT ACTIVITY - PAST TRENDS AND FUTURE PERSPECTIVE .................................................................................................... 5 1. Introduction .......................................................................................................................................... 5 2. Globalization and internationalization .................................................................................................. 5 3. The Basic Features of International Air Transportation ....................................................................... 6 3.1 Historical perspective .................................................................................................................
    [Show full text]
  • The Economic Impact of Civil Aviation on the U.S. Economy
    The Economic Impact of Civil Aviation on the U.S. Economy State Supplement November 2020 Contents Introduction “Civil aviation provides the means of transporting millions Introduction...............................................................3 of passengers and tons of freight to all corners of the State Economic Impact .....................................................9 globe each and every day. Consumers rely on this physical Economic Impact by Expenditure Category ..................................... 18 connectivity to improve their quality of life and businesses Airline Operations....................................................... 18 depend on it to facilitate transactions, both of which are key Airport Operations ...................................................... 18 to increasing a nation’s economic productivity and prosperity.” General Aviation ........................................................ 19 — The Economic Impact of Civil Aviation on the U.S. Economy, January 2020 Aircraft, Aircraft Engines and Parts Manufacturing ............................. 19 This report supplements Federal Aviation The National Report incorporated the 2014- Avionics Manufacturing .................................................. 20 Administration’s (FAA) publication The Economic 2016 years’ data from the U.S. Department Impact of Civil Aviation on the U.S. Economy, of Commerce (DOC), Department of Research and Development (R&D).......................................... 20 released in January 2020. The Economic Impact Transportation
    [Show full text]
  • Technical Report for More Details on the Definition of Direct and Indirect Impacts1 and the Study Methodology
    TABLE OF CONTENTS NEW YORK STATEWIDE AIRPORT ECONOMIC IMPACTS STUDY EXECUTIVE SUMMARY ........................................................................................................... i 1. STUDY CONTEXT: NATIONAL AVIATION INDUSTRY & ECONOMIC FACTORS.........................................................................................................3 1.1 Impacts of the Global Economic Recession on Aviation in New York ..................3 1.2 Review of Other Economic Impact Studies .............................................................9 1.3 Activity at New York’s Commercial Service and GA Airports ............................11 1.4 Air Cargo’s Role in New York’s Economy ...........................................................17 1.5 Strategies for Revenue Generation and Increased Airport Economic Output .......20 1.6 NextGen Implementation and Anticipated Benefits in New York ........................33 2. STATEWIDE ECONOMIC IMPACT OF AVIATION ....................................................36 2.1 Job Impacts ............................................................................................................36 2.2 Income Impacts ......................................................................................................42 2.3 Output Impacts .......................................................................................................47 2.4 State & Local Tax Revenue Impacts .....................................................................52 2.5 Local Economic Impact .........................................................................................55
    [Show full text]
  • Commercial Aviation Safety Team Working Together for Aviation Safety ______Date: June 2010 Contact: Alison Duquette, FAA, 202-267-3883
    Commercial Aviation Safety Team Working Together For Aviation Safety ________________________________________________________________________ Date: June 2010 Contact: Alison Duquette, FAA, 202-267-3883 Fact Sheet Commercial Aviation Safety Team The nation’s impressive safety record is due in part to the fact that the aviation industry and federal government are voluntarily investing in the right safety enhancements to reduce the fatality risk in commercial air travel in the United States. The work of the Commercial Aviation Safety Team (CAST), along with new aircraft, regulations and other activities, reduced the fatality risk for commercial aviation in the United States by 83 percent from 1998 to 2008. Looking ahead CAST has evolved to the point that the group is now moving beyond the “historic” approach of examining past accident data to a more proactive approach that will focus on risk prediction and mitigation strategies. The goal over the next decade is to transition to prognostic safety analysis. The increasing number of flights requires greater emphasis on acquiring, sharing and analyzing aviation safety data. Using incident data, CAST is examining emerging and changing risks to identify prevention strategies. There are few commercial aviation accidents and no common causes. Therefore, more data points are needed. Voluntary reporting programs such as the Aviation Safety Action Program (ASAP) and the Flight Quality Assurance (FOQA) program give airlines and government insight into millions of operations so that potential safety issues and trends can be identified. The Aviation Safety Information Analysis and Sharing (ASIAS) program ties together the safety databases across the industry and is integrated into the CAST process. The program is evolving but has matured to the point that the FAA can now look at data from air carriers representing 80 percent of U.S.
    [Show full text]
  • United States Aviation Safety Data: Uses and Issues Related to Sanctions and Confidentiality James L
    Journal of Air Law and Commerce Volume 70 | Issue 1 Article 4 2005 United States Aviation Safety Data: Uses and Issues Related to Sanctions and Confidentiality James L. Simmons Jefferty S. Forrest Follow this and additional works at: https://scholar.smu.edu/jalc Recommended Citation James L. Simmons et al., United States Aviation Safety Data: Uses and Issues Related to Sanctions and Confidentiality, 70 J. Air L. & Com. 83 (2005) https://scholar.smu.edu/jalc/vol70/iss1/4 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. UNITED STATES AVIATION SAFETY DATA: USES AND ISSUES RELATED TO SANCTIONS AND CONFIDENTIALITY JAMES L. SIMMONS* JEFFREY S. FORREST** I. INTRODUCTION T HE WORLDWIDE commercial aviation accident rate has re- mained relatively constant during the past decade. For 40 years prior to this period, however, the global aviation industry maintained a positive rate of improved safety. Innovations in aircraft technologies and improved flight crew training pro- grams are among the factors widely credited for this long-term favorable trend; yet, more remains to be done. Even if the cur- rent accident rate continues, it is inevitable that there will be a larger number of accidents in the future if the industry's pre- dicted growth in the international aviation fleet and expansion of air service materializes. Of course, many initiatives exist with the goal of reducing the accident rate.
    [Show full text]
  • American Airlines: Bankrupt, Like Every Other Legacy Airline
    American Airlines: Bankrupt, Like Every Other Legacy Airline June 2012 Written by Jeffrey S. Harrison, Siri Kalburgi and Colleen Koch Reed at the Robins School of Business, University of Richmond. Copyright © Jeffrey S. Harrison. This case was written for the purpose of classroom discussion. It is not to be duplicated or cited in any form without the copyright holder’s express permission. For permission to reproduce or cite this case, contact Jeff Harrison at [email protected]. In your message, state your name, affiliation and the intended use of the case. Permission for classroom use will be granted free of charge. Other cases are available at: http://robins.richmond.edu/centers/case-network.html In November of 2011, a giant fell. AMR, the holding company of American Airlines, American Eagle Airlines and AmericanConnection, which collectively serve 250 cities in 40 countries and average over 3,400 flights a day, filed for voluntary bankruptcy under Chapter 11 in a New York Federal Court.1 The roots of this legacy airline run deep. What is now American Airlines (“American”), principle subsidiary of AMR, started out as American Airways in the 1920s – the pioneer age of aviation. AMR is one of four remaining legacy carriers to have survived the Great Depression, 1978 Airline Deregulation, September 11 and the Great Recession that began in late 2007. Slowly fading from our consciousness are the legacy airlines of the past: TWA, Eastern, and Pan American. Only United, Delta, U.S. Airways and AMR still exist. The fact that AMR held out to the end was a point of pride, mostly for 2003-2011 Chairman and CEO Gerard Arpey, because Arpey saw bankruptcy as a sign of failure.
    [Show full text]
  • Fact Sheet: the Growth in Greenhouse Gas Emissions From
    The Growth in Greenhouse Gas Emissions from Commercial Aviation Part 1 of a Series on Airlines and Climate Change October 2019 This fact sheet begins a series on commercial aviation, by examining the impact the growth of air travel and freight will have on greenhouse gas emissions. The second installment will feature mitigation efforts and industry commitments to reduce its contribution to climate change, and our final issue will examine the effects of a warming planet on industry operations. In 1960, 100 million passengers traveled by air,1 at the time a relatively expensive mode of transportation available only to a small fraction of the public. By 2017, the total annual world-wide passenger count was 4 billion.2 The “hypermobility”3 of air travel is available to greater numbers of people worldwide, with rapid growth in aviation projected for developing nations and sustained growth in the large established aviation markets of developed countries. While our collective use of automobiles, our production of electricity, and the industrial and agricultural sectors each exceed the climate change impact of commercial aviation, passenger air travel is producing the highest and fastest growth of individual emissions,4 despite a significant improvement in efficiency of aircraft and flight operations over the last 60 years. Airline Energy Intensity and Emissions From 1970 to 2016 in the United States, engine and design technology advances, improvements in air traffic operations, denser seat configurations, and higher passenger loads together reduced the energy intensity of air travel, expressed as British Thermal Units (BTUs) per passenger mile, by 75 percent.5 In the last two decades, carbon 6 dioxide (CO2) emissions from commercial aviation worldwide grew at a slower pace than the growth of the industry, but emissions from aviation have accelerated in recent years as increasing commercial air traffic continues to raise the industry’s contribution to global emissions.
    [Show full text]
  • G600 Prepping for Service Entry
    PUBLICATIONS Vol.50 | No.8 $9.00 AUGUST 2019 | ainonline.com Modifications G600 prepping for service entry Tamarack winglets back in service page 32 by Curt Epstein Gulfstream’s newest addition to its lineup, certificate awards represent its third model the Gulfstream G500.” He added that the Pilot Report the large-cabin, long-range G600, earned to receive both approvals simultaneously, G600 program tallied nearly 100,000 hours both its type and production certificates joining the G550 in 2003 and the G500. of laboratory testing and more than 3,200 We fly the Airbus A220 from the FAA on June 28, paving the way for “Getting both authorizations on the hours of flight testing. deliveries to begin later this year. If the pro- same day is evidence of the maturity The G600 has a cabin that is configurable narrowbody page 34 cess follows Gulfstream’s experience with of our G600 production processes and for three living areas, with a range of 6,500 the smaller sibling to the G600, the G500, speaks to the safety and reliability of the nm at its long-range cruise of Mach 0.85, those deliveries would likely start next aircraft’s design,” said Mark Burns, the and at its high-speed cruise of Mach 0.90 Training month. The G500 received U.S. approval in Georgia-based airframer’s president. can travel 5,500 nm. “We can’t wait to put AIN editor tries Go/No-go July 2018 and Gulfstream delivered the first “Even more remarkable is the fact that we the newest member of our aircraft family, of the model on September 27.
    [Show full text]