August 2011 n OFFICIAL JOURNAL OF THE AIR LINE PILOTS ASSOCIATION, INTERNATIONAL
Modernizing the
ATC System Page 18
6 Ways ALPA Exercise Ideas Why Lithium Made Member You Can Take Batteries Communications Anywhere! Are Dangerous Easy Page 23 Page 34 Goods Page 16
August 2011 Air Line Pilot 1 Watch The FlightDeck for information about the piloting profession and airline aviation news. Simply scan the QR code with your phone, sit back, and enjoy. flightdeck.alpa.org
We’ll ask you a question from each episode, and you can send in your answer for a chance to win a Sennheiser HMEC 26-T headset valued at $850. Enter to win at flightdeck.alpa.org. New to QR technology? Download a QR reader to your phone, scan the code, and watch The FlightDeck.
A member service of Air Line Pilot. AUGUST 2011 • Volume 80, Number 5
23 28 About the Cover A Delta B-747-451 military charter from Honolulu, Hawaii, in the final COMMENTARY seconds of her journey as she comes over the fence for Runway 5 Aviation Matters 21 at George Air Force Base in Why Pilots Choose ALPA Victorville, Calif. 34 Photo © Hartsfield 6 Weighing In Photography. To The Financial Advantages of view a page- an International Union turning version of this issue, scan the FEATURES QR code with your 31 Cleared to Dream smartphone. New to this When Do I Jump? A Second- 16 Lithium Batter technology? Download a QR Grade Story ies Are Dangerous reader to your smartphone, scan Goods—Govern 34 Health Watch the code, and read the magazine. ment Must Act Now! Hotel Room Workouts Air Line Pilot (ISSN 0002-242X) is published monthly, except for the combined January/ 18 February and June/July issues, by the Air 18 From ‘Shrimp 36 Shaping History Line Pilots Association, International, affili- Boats’ to Satellites Excerpts from Flying the ated with AFL-CIO, CLC. Editorial Offices: DEPARTMENTS 535 Herndon Parkway, PO Box 1169, Line I and II Herndon, VA 20172-1169. Telephone: 703- 23 Chronicling ALPA’s 481-4460. Fax: 703-464-2114. Copyright © 7 Preflight 37 The Landing 2011—Air Line Pilots Association, Inter Strategic Plan—6 national, all rights reserved. Publication in Facts, Figures, and Info any form without permission is prohibited. Ways ALPA Made 38 We Are ALPA Air Line Pilot and the ALPA logo Reg. U.S. Pat. and T.M. Office. Federal I.D. Member Communi 26 ALPA@Work ALPA Resources and 36-0710830. Periodicals postage paid at Negotiations Training Semi- Contact Numbers Herndon, VA 20172, and additional offices. cations Easy: nar Recap; ALPA’s Jumpseat BOD Delegate Council Promotes Captain’s Committee 5 Assistance to Jumpseaters 30 Our Stories Formula for Success: ALPA Helps Pilot Win Insurance Claim
7 HOW TO READ thingsthings THIS ISSUE 10you can do for your union and your profession If you’re... Listen to fellow pilots’ 1views on union issues in the crewroom Sit at the table with ALPA’s professional negotiators (pages Run for 26–27) and pick up some tricks of the trade with the top 3 ways ALPA office to increase pilot leverage and hints from the mediators. Then, 2 just turn the page (28) to find out what you can do to protect Contribute to the ALPA and maintain control over the flight deck jumpseat before your 3Emergency Relief Fund next flight. Volunteer for ALPA’s on a layover Critical Incident Start with the top industry news in Preflight (pages 7–15), Response Program complete with charts that break down the block hours for 4 U.S. ALPA pilots by aircraft type. Next, float by “From ‘Shrimp Boats’ to Satellites” (pages 18–22) and learn a bit about ATC’s Share positive news past, plus what ALPA sees as its future in NextGen. End on a stories with fellow lighter note with an infographic of the Paris Air Show in The ALPA pilots5 Landing (page 37).
Attend the ALPA well connected Air Safety Forum Start with the “6 Ways ALPA Made Member Communications 6 Easy” (pages 23–25) to make sure you’re plugged into ALPA’s Make informed latest and greatest offerings. Then, check out what Linda choices in union Puchala’s reading on page 26 and how ALPA’s connections landed reps at the table (page 19) during the U.S. government’s elections 7 NextGen discussions. Observe the ALPA Code of Ethics 8and Canons big on family You won’t want to miss Capt. Richard Swindell’s story (pages Discuss the 31–32) about career day with his daughter’s second-grade class. advantages Once you wrap up there, go to Our Stories (page 30) to read of ALPA with9 about now-thriving baby boy James Day. non-ALPA pilots
Regularly visit an exercise junkie www.alpa.org Never want to miss an exercise session again? Read Heath 10 Watch (pages 34–35) for tips on how to take your routine on A member service of Air Line Pilot. the road.
4 Air Line Pilot August 2011 AviationMatters Why Pilots Choose ALPA
I caution against thinking that way. Too often, being “indepen- n my last column, I talked about how union membership dent” means being “isolated.” among airline pilots in North America has grown while de- Several “independent” pilot unions experienced that in their Iclining in other industries. This month, I’d like to expand on contract negotiations. In both cases, they negotiated on their that and discuss some of the reasons I believe pilots actively own until talks either stalled or broke down, underscoring how seek union representation and, more specifically, why they isolationism is ineffective in advancing a pilot group’s goals. choose the Air Line Pilots Association, Int’l. Ultimately, both of these independent unions turned to the Pilots are problem solvers. And, Air Line Pilots Association for help. And, yes, we gave them our as part of a flight crew, pilots are assistance because ALPA is dedicated to the betterment of our programmed to assess a situation profession and raising the bar for all airline pilots. and act decisively as a unified team. I’m sure, too, if you ask the pilots of Canadian North, The two flight crews who will receive Evergreen, and Capital Cargo—all of whose independent Superior Airmanship Awards during unions merged with ALPA—they would say that the advantage ALPA’s Air Safety Forum in August in being members of the world’s largest pilots union was a exemplify that type of critical, coor- significant factor in their decision. dinated effort. So it’s not surprising The power of unity that the Air Line Pilots Association that pilots would see the benefit of promotes can also be seen in our affiliation with other inter- collective engagement that a union such as the Air Line Pilots Association can provide. Pilots are used to taking command of a situation; we are hrough our union, pilots not content to just fly airplanes. We want to contribute to our airlines’ success. In recent corporate transactions, ALPA pilots, experience firsthand through their national union, have proven to be effective the power of unity. partners in their airlines’ success. Our message to all other T industry stakeholders: constructive partnerships with ALPA When we move forward as a pilots are crucial to achieving the full benefits of these business coordinated team, we send transactions. The Air Line Pilots Association excels in providing for its a persuasive message: we are pilots opportunities to make a lasting difference. Whether it’s organized and we are focused— collaborating on scheduling issues to enhance the efficiency of flight operations while also improving pilots’ work rules and we aren’t going to be distracted quality of life or implementing safety partnership programs from achieving our goals. such as ASAP and FOQA or advancing aviation safety, there are many recent examples of ALPA pilot groups working together with their managements to achieve their mutual goals. national pilot associations within the International Federation Inherent in both of these reasons is a third—and, I believe, of Air Line Pilots’ Associations. We are working together the most compelling—reason that professional pilots choose to meet the challenges of today’s global air transportation the Air Line Pilots Association. Through our union, pilots system. And that extends to our colleagues at the Professional experience firsthand the power of unity. When we move Helicopter Pilots Association and Cathay, where we have forward as a coordinated team, we send a persuasive mes- entered into service agreements to assist them in reaching sage: we are organized and we are focused—we aren’t going their goals. to be distracted from achieving our goals. ALPA pilots convey For pilots in North America who don’t have union repre- the message that they aren’t alone, they are backed by their sentation, we offer the advantage of ALPA membership I men- union—more than 53,000 pilots at 39 airlines in the United tioned earlier. As we go to press, the pilots of JetBlue are voting States and Canada. on whether to join ALPA. We hope that they see the power of Pilots are information junkies—we don’t like not knowing. unity that our Association offers. And, let’s face it, with industry consolidation, the future holds much that is unknown. So it’s understandable that in these situations, pilots might start to get frustrated and think that they could have an impact if they just did it on their own. But Capt. Lee Moak, ALPA President
August 2011 Air Line Pilot 5 WeighingIn The Financial Advantages of An International Union
and reach of each member pilot group. Again, working together and pooling By Capt. Randy Helling, ALPA Vice Each master executive council has the our resources was the key. President–Finance/Treasurer independence to conduct its business in Anyone with contract negotiations hen people work together to the manner it sees fit as dictated in the experience understands that member achieve a common goal, they Association’s Constitution and By-Laws. unity is crucial. The ability to speak with Wgive themselves a tremendous ALPA’s financial war chest—the a single voice strengthens a group’s advantage. Membership in the Air Line Major Contingency Fund (MCF)—is an authority and its ability to be heard. As Pilots Association, invaluable asset available to assist mem- the group grows, so does that credibility Int’l, affords you bers when appropriate. These reserve and the attention it commands. In ad- this advantage, accounts and contingency funds are dition, a larger budget generated by an with the wide earmarked for projects and campaigns increased member population broadens range of informa- that may require unusual expenditures. the scope of what the group can do. tion and services Resources like ALPA’s MCF are a rec- To put it simply, it’s able to accomplish that comes from ognized benefit of ALPA membership more with more. 53,000 crew- throughout the airline industry. The Other pilot groups are continuously members pooling their resources finances are fundamental to to improve the airline piloting profession. its goals, and I’m proud of No other association in Canada or the ALPA United States can make this claim, be- what we’ve been able to accomplish to cause no other organization represents as many pilots from as many airlines as improve efficiencies and effectiveness to we do. help the Association prevail…. We could ALPA employs attorneys and contract- ed counsel, safety and security experts, only have managed this together, and only financial analysts, retirement and insur- ance specialists, communications profes- together can we continue to accomplish sionals, and a host of subject-matter great things for our pilots. experts who are all at our disposal. ALPA pilots also have access to aeromedical MCF has been particularly important in recognizing this simple point and joining doctors who offer critical health advice recent years for pilot groups confronting our ranks. In recent years, write-in cam- and work closely with government extended contract negotiations, airline paigns and ALPA organizing efforts have agencies to resolve medical certification bankruptcies, consolidations, and other successfully grown our organization and concerns. challenges. expanded what we can do…and ALPA’s Our organization works closely with During the global economic downturn members have benefited. lawmakers and regulators to ensure and the U.S. banking crisis of the last ALPA finances are fundamental to that aviation-related legislation and decade, the Air Line Pilots Association its goals, and I’m proud of what we’ve rules include the pilot perspective. ALPA was compelled to carefully examine been able to accomplish to improve believes in offering training and national how it conducted business, defining a efficiencies and effectiveness to help the committees to provide information, new, efficient footprint but still ensuring Association prevail. We still have a way templates, equipment, and the knowl- maximum effectiveness in the service to go, but we’ve made great strides and edge that comes from experience so that and quality ALPA members have come to progress. We could only have managed member groups don’t have to start from expect. Through its reengineering efforts, this together, and only together can we scratch. We also have the ability to easily ALPA’s finances are currently stable, dues continue to accomplish great things for network with pilots from every niche of income is increasing slightly, and eco- our pilots. the airline industry, thanks to the union’s nomic indicators point to a more positive Years ago, a popular credit card 39 member pilot groups. future. Resources like the MCF enabled advertised that “membership has its In addition, the resources of the many of ALPA’s pilot groups to continue privileges.” From my experience with this Air Line Pilots Association make a conducting business necessary to meet great organization, I couldn’t agree more. tremendous difference in the autonomy the challenges during difficult times. I hope you find that to be true as well.
6 Air Line Pilot August 2011 Facts, Figures, and Info n Airline Industry Update
According to the FAA, the vote was conducted after to www.ntsb.gov/mostwanted nesting for generations, so we number of serious runway neither union received a to see the complete list. feel incumbent to help them incursions—classified as majority in a previous vote. along the way,” Marsico said. Categories A and B—dropped About 150 turtles crawled by more than 90 percent Bloomberg reported that onto the tarmac at New AAAE Security SmartBrief from fiscal year 2000 through FedEx Corp. declared $558 York’s JFK Airport on June reported that the Trans fiscal year 2010. In fiscal year million in fiscal fourth-quar 30 in search of beaches to lay portation Security Admin 2010, which ended Sept. 30, ter profits, up 33 percent from their eggs, delaying dozens istration and U.S. airlines 2010, there were six serious the comparable quarter a year of flights, according to Flight are working together to runway incursions, 50 percent earlier. The company said fuel Safety Information. “We launch a trusted traveler fewer than the previous fiscal surcharges boosted its returns ceded to Mother Nature,” said trial program. Airlines are year, and the second consecu- despite higher fuel costs. Ron Marsico, a spokesman currently looking for travel- tive year with a 50 percent for the Port Authority of New ers willing to participate in drop in serious incursions. In late June, the NTSB York and New Jersey. Workers the program. Travelers who announced its new “Most from the Port Authority participate in the pilot pro- Transportation Security Wanted List,” which and the U.S. Department of gram would still pass through Administration screen highlights 10 safety issues Agriculture were scooping security checkpoints, but they ers chose the American that affect transportation up turtles and moving them may be able to keep their Federation of Government nationwide. Included in the list across the airport, he said. laptops in their cases and
Employees over the National are pilot and air traffic control- Flight delays averaged about their shoes on their feet. Treasury Employees Union ler professionalism, human 30 minutes. “We to represent them, reported fatigue, safety management built on the area the Associated Press. A runoff systems, and runway safety. Go where they were MarketWatch Airlines Parent Company Stock Symbol 6/30/2010 6/30/2011 % Chg. AirTran Southwest Airlines1 NSYE: LUV $4.85 $11.64 140.0% Bearskin, Calm Air Exchange Income Corporation TSX: EIF $13.89 $21.48 54.6% Alaska Alaska Holdings, Inc. NSYE: ALK $44.95 $68.46 52.3% Air Transport Int’l, Capital Cargo Int’l Air Transport Services Group, Inc. NASDAQ: ATSG $4.76 $6.85 43.9% FedEx Express FedEx Corporation NYSE: FDX $69.81 $94.85 35.9% Jazz Air Chorus Aviation2 TSX: CHR.A $3.85 $5.03 30.6% Atlantic Southeast, ExpressJet SkyWest, Inc.3 NASDAQ: SKYW $12.13 $15.06 24.2% Hawaiian Hawaiian Holdings, Inc. NASDAQ: HA $5.17 $5.70 10.3% Continental, United United Continental Holdings, Inc.4 NSYE: UAL $20.56 $22.63 10.1% Air Transat Transat A.T. Inc. TSX: TRZ.A $10.21 $11.15 9.2% Piedmont, PSA US Airways Group, Inc. NYSE: LCC $8.61 $8.91 3.5% Colgan, Mesaba, Pinnacle Pinnacle Airlines Corp. NASDAQ: PNCL $5.44 $4.54 -16.5% American Eagle AMR Corp. NYSE: AMR $6.78 $5.40 -20.4% Comair, Delta Delta Air Lines NYSE: DAL $11.75 $9.17 -22.0% 1 AirTran Holdings, Inc. agreed to be acquired by Southwest Airlines on 9/27/2010. The acquisition closed 5/2/2011. The price shown for 6/30/2010 is for AirTran Holdings. The price shown for 6/30/2011 is for Southwest stock. Southwest stock closed at $11.11 on 6/30/2010. 2 Jazz Air Income Fund converted to a corporate structure as of 1/4/2011. The new corporation is Chorus Aviation and is traded on the TSX as CHR.A. The price shown for 6/30/2010 is the old Jazz Air Income Fund. 3 ExpressJet was acquired by Atlantic Southeast, a wholly owned subsidiary of SkyWest, Inc. on 8/4/2010. ExpressJet operations will be merged with Atlantic Southeast. 4 Continental and United completed a merger on 10/1/2010. The stock price shown for 6/30/2010 is that of UAUA (United only). Continental stock price closed on 6/30/2010 at $22.00. Each shareholder of Continental got 1.05 shares of the new United stock for every share of Continental stock. n Prepared by ALPA’s Economic & Financial Analysis Department
August 2011 Air Line Pilot 7 n Airline Industry Update (continued)
“I am deeply honored to to renominate her for a sec- used in a fair and consistent California” fuel on flights be renominated to serve as ond term as NTSB chairman. manner, with the sole objec- out of the San Francisco chairman of the NTSB. It has tive of improving safety,” said Bay area. Domesticfuel.com been a privilege to lead this The International Civil Roberto Kobeh González, reported that Solena will remarkable organization with Aviation Organization ICAO Council president. produce the renewable fuel its dedicated and professional (ICAO) has adopted a code from recycled agricultural employees. I am grateful of conduct to oversee the In late June, Solena Fuels and urban waste at a plant for the faith that President collection, sharing, and use and several airlines— in Santa Clara County, Calif., Obama has placed in me and of aviation safety informa including Air Canada, to be constructed by 2013. look forward to working with tion, reported ATWonline. Alaska, American, FedEx The company said it will have my fellow Board members to com. “Transparency and Express, Frontier, JetBlue, the capacity to produce up to make transportation—across sharing of safety information Lufthansa, Southwest, 16 million gallons of jet fuel all modes—safer for our are fundamental to a safe air United/Continental, and a year by 2015 to support citizens,” announced Deborah transportation system. The U.S. Airways—signed a airline operations at airports Hersman in late June regard- new code of conduct will help deal in which they will use in Oakland, San Francisco, ing the president’s intention ensure that the information is the company’s “Green Sky and San Jose. l n FrontLines n Trans States Pilots be 25 percent below industry patience and unwavering fices the pilots have made Reach Tentative average or will the five-year perseverance that the pilots to the continued growth Agreement limitation on their pay scale have shown in their pursuit of of the company and will After more than five years be a limitation on their a fair contract that recognizes allow both parties to move of contract negotiations, earnings. Cancellation pay their professionalism and forward and expand this Trans States pilot leaders on a leg-by-leg basis, industry expertise,” said Capt. Lee airline together.” announced on July 12 that average wage rates across Moak, ALPA’s president. “The they had reached a tentative the board, and the closing dedication and focus of the n FedEx Express Pilots agreement with management of many contract loopholes pilot leaders to reach a deal in Sign New Contract on a new four-year contract. will not only put all our pilots’ this current economic climate Capt. Scott Stratton, the The agreement, which in- pay on par with others in the is commendable. As we enter FedEx Express pilots’ Master cludes wage increases, better industry, but also will provide the voting phase of these Executive Council chairman, work rules, and stronger job for a better overall work negotiations, the pilots are and the pilots’ Negotiating security provisions, will be environment.” well positioned with the full Committee, joined by Capt. sent to the entire pilot group Trans States pilots have support, resources, and voice Lee Moak, ALPA’s president, for ratification in the next few been among the lowest-paid of the world’s most powerful met with management the weeks. in the industry, and this pilots union.” week of July 4 to sign a new “The proposed new agree- new agreement will bring “Trans States pilots pro- collective bargaining agree- ment includes improvements them closer to the industry vided Trans States Holdings ment. The pilots ratified the in many sections of our con- standard with an average 11.7 [the airline’s parent com- short-duration contract on tract with significant improve- percent increase in captain’s pany] with the financial March 23, 2011. ments in compensation,” said pay and an average 14.5 resources to start up GoJet The two-year agreement Capt. Jason Ruszin, the pilots’ percent increase in first of- Airlines and purchase is in effect retroactive to Master Executive Council ficer’s pay. The pilots will also Compass Air,” said Ruszin. Feb. 28, 2011, and runs chairman. “No longer will receive a signing bonus. “This tentative agreement through March 2013, first officer second-year pay “I congratulate the finally recognizes the sacri- subject to the pilots’ option
8 Air Line Pilot August 2011 n 2010 Change in Aircraft Block Hours Flown by U.S. ALPA Pilots
20%
10%
0% given the uncertainty associ- ated with the FAA’s notice -10% of proposed rulemaking on flight time/duty time, this -20% short-duration agreement is -30% an outstanding achievement.”
-40% n Piedmont Pilots Demand End to -50% Stall Tactics DC-8 C185 A300 A319 A330 A321 A310 Q400 B-717 B-777 B-727 B-767 B-757
DC-10 Braving record heat, Piedmont MD-11 Dash 8 CRJ900 CRJ700 EMB-175 Saab 340 A319/320 MD-88/90 B-747-200 B-747-400 pilots recently demonstrated Cessna 208 Cessna CRJ100/200 at La Guardia and Charlotte EMB-135/140/145 B-737-300/400/500 B-737-700/800/900 airports, demanding an end Source: BTS, Schedule T2, Traffic by Aircraft to management’s stall tactics. U.S. ALPA pilots who fly cargo and charter operations posted a 4.2 percent increase in aircraft block The pilots are currently oper- hours in 2010 compared to 2009. Pilots of ALPA legacy carriers posted a 1 percent decline and the ating under a contract dating regional carriers a 1.6 percent decline. For ALPA pilots, stage lengths were higher in 2010 than in 2009. The average stage length for ALPA pilots was 799 miles in 2010, up from 778 miles in 2009. How can back to May 2000 and have stage lengths be longer but block hours less? Departures flown by ALPA pilots fell 2 percent in 2010 been in negotiations for more from 2009. than two years. Aircraft Block Hours Stage Length Despite coming to the ALPA Pilots Only 2009 2010 % Chg 2009 2010 % Chg table, management has been Cargo/Charter 874,347 911,162 4.2% 809.99 844.84 4% reluctant to respond to pilot Major 6,771,392 6,709,968 -0.9% 1,224.55 1,259.36 3% proposals or to offer reason- Regional 4,151,038 4,086,346 -1.6% 410.22 421.09 3% able provisions. Piedmont, a All ALPA Pilots 11,796,777 11,707,476 -0.8% 777.90 799.29 3% wholly owned subsidiary of US Airways, flies regionally to make it amendable effec- or resolve issues before the improvements for our pilots in the southeastern United tive March 2012. The pilots contract’s amendable date. while preparing for the next States and has approximately have until Jan. 24, 2012, to “This unique agreement agreement.” 400 pilots. exercise the 2012–2013 provides improvements while The new agreement option. Accompanying the maintaining our strategic provides across-the-board n United Pilots agreement is a written positioning for the next agree- increases to hourly pay Welcome Recall of commitment to engage in ment,” said Stratton. “The rates, increases to domestic Up to 200 Pilots continuing discussions in signing of the agreement and foreign per diem rates, On July 15, United Airlines an effort to narrow, clarify, solidifies our goal of gaining an improved foreign duty announced the return of assignment letter of agree- 100 to 200 furloughed pilots. ment, three vital safety United pilots hope that this programs, and other positive is the first of a wave of recalls modifications. that will eventually lead to “The FedEx Express agree- the return of all 1,437 fur- ment is an innovative ap- loughed pilots. proach to negotiations. This “When a furloughed agreement recognizes that United pilot returns to our the pilots deserve improve- cockpits, whether United or ments in pay and benefits, subsidiary Continental, it is while also allowing the pilot welcome news,” said Capt.
COURTNEY BLAND COURTNEY group and management to Wendy Morse, the pilots’ Capt. Scott Stratton (left), the FedEx pilots’ Master Executive continue discussions on other Master Executive Council Council chairman, and Capt. Lee Moak, ALPA’s president, sign issues as they move forward,” chairman. “No pilots have the new FedEx Express contract. said Moak. “In particular, paid a higher price for the
August 2011 Air Line Pilot 9 n 2010 Aircraft Block Hours for U.S. ALPA Pilots
U.S. ALPA-represented pilots did more flying on B-737- 700/800/900s than any other airplane in 2010. According to n FrontLines (continued) data from the Bureau of Transportation Statistics (BTS) Schedule recent shocks to the aviation twin-aisle aircraft, specifically T2, 14 percent of all ALPA pilots’ aircraft block hours was flown industry than the 1,437 for the third quarter of 2011. on those airplanes in 2010. Flying done on B-757s made up 11 percent of all aircraft block hours, while A319 and A320s were United pilots who have been ALPA is seeking to have the flown 10 percent of the time. While flying on CRJ700/900s is on furlough.” company promptly correct increasing, flying on smaller RJs made up a larger portion of all Training could begin as these issues, including stop- block hours—11 percent for CRJ100/200s and 13 percent on early as late September. While ping any attempts at further EMB-135/140/145s. these pilots will be hired to fly sales of B-767s, correcting the Continental aircraft, they will ratio of flying performed by retain seniority rights in posi- Continental to United, mon- tion on the United pilot se- etary damages, and all other niority list. The seniority lists appropriate relief. of both airlines will only be “Once again, management merged after the completion is seeking shortcuts to the of a joint collective bargaining merger process and is trying agreement, allowing United an end-run around our con- to recognize the benefits of tract instead of negotiating at finally completing the merger. the table,” said Capt. Jay Pierce, “We still have work to do the Continental pilots’ Master to get the remaining United Executive Council chairman. pilots off the street,” added “In the airline industry, Morse. “We remain focused attempts to cut corners typi- on securing a joint collective cally lead to very bad results. bargaining agreement with Blatantly disregarding our United and getting all of our existing contract runs contrary pilots back to work. We look to management’s stated Despite the proportion of flying shown above, the B-777 had forward to that day and will interest in reaching ‘fair’ reso- the biggest increase in aircraft block hours flown by ALPA pilots. not rest until they return.” lution on a new contract and Aircraft block hours for that aircraft were up 10.5 percent in is no way to make progress 2010. Flying done in CRJ100/200s was down 8 percent in 2010 for ALPA pilots. Source: BTS, Schedule T2, Traffic by Aircraft n Continental Pilots toward successfully complet- Protest Additional ing the merger and securing Scope Violations much-anticipated benefits for n ALPA Pilots Continue Needs symposium. The Continental pilots have filed passengers, shareholders, and Call for Fatigue Rule event attracted influential two group grievances against employees.” ALPA’s fatigue experts took policymakers and research- United to protest violations These two incidents mark the floor at a leading industry ers who explored how best of scope provisions in their the second and third time symposium this summer to apply current fatigue collective bargaining agree- since the merger close date to call for the swift issue of research to military and ment applicable to a merger in October 2010 that ALPA standardized rest regulations. civilian flight operations. during the period of separate has been forced to fight off They also underscored the “For nearly 80 years, ALPA pilot contracts and operations management attacks to the need for true collaboration has pushed to schedule with of the two airlines. The first, Continental pilots’ contract. among regulators, airlines, safety,” said Wykoff, ALPA’s filed June 2, 2011, concerns In December, an arbitrator and employees. Flight Time/Duty Time removing B-767s from the ruled in favor of the pilots Capts. Don Wykoff (Delta) Committee chairman. “ALPA Continental fleet (by sale). The and against Continental and Greg Whiting (United) will seize every opportunity to second charge, filed June 16, management in its attempt were among the panelists make clear our science-based 2011, concerns reducing the at circumventing scope provi- at MITRE’s Aviation Fatigue: position that pilots’ bodies ratio of Continental to United sions related to 70-seat jet Building a Bridge Between do not feel fatigue differently flying required with respect to flying. Research and Operational based on whether they are
10 Air Line Pilot August 2011 flying cargo or passengers available to measure and fatigue risk management terms that a minimum rest and that one standardized predict fatigue. Wykoff systems (FRMS) that include requirement and standardized rest regulation must apply to presented ALPA’s views to fitness-for-duty programs, flight- and duty-time regula- pilots in all airline operations.” the hundreds gathered, as fatigue countermeasures, tions that apply to all airline The MITRE sessions did Whiting, chairman of and real-time fatigue pilots are essential and that a covered scheduled opera- ALPA’s Fatigue Mitigation measurement. collaborative process is neces- tions as well as on-demand, Implementation Committee. While comprehensive FRMS sary to successfully implement military, and shift work. The symposium also programs create an additional the rule and truly enhance Panelists discussed the covered operational strategies safeguard against pilot fatigue, safety across the airline current tools that are to mitigate fatigue, such as Wykoff stated in no uncertain industry.
Canada
n Canadian North Pilots North flightcrew members for the Canadian regulatory body Tadros declared, “We need Ratify Labour Agreement demonstrating an unwavering for transportation safety, for to do more. Without strong Members of ALPA’s new- dedication toward accom- inadequate progress on key leadership, we won’t reduce est Canadian pilot group, plishing their contract goals,” aviation safety issues high- the risk of collisions or Canadian North, recently said Capt. Lee Moak, ALPA’s lighted on the TSB’s Watchlist. aircraft overruns at Canada’s ratified a tentative contract president. “The pilots are well On July 7, the TSB declared airports, nor can we ensure agreement. Nearly 80 positioned to implement their that a “stronger effort” is better data and voice record- percent of those who cast newly ratified contract with needed to resolve these ers on aircraft—areas where ballots voted in favor of the the full support, resources, issues—landing accidents Canada needs to meet new agreement, which is the and voice of the world’s most and runway overruns, risk of international standards.” group’s first collective agree- powerful pilots union.” collisions on runways, and She added that the TSB ment as ALPA members. Canadian North is a major “collisions with land and plans to release a periodic The agreement reflects provider of scheduled pas- water” (i.e., controlled flight “scorecard” aimed at track- advances in employment senger and cargo services into terrain). ing developments and protection for long-term from Edmonton and Ottawa Released in March 2010, commitments by Transport job stability, increases in to points throughout the the Watchlist contains nine Canada. “We will report per diem and pay rates, Northwest Territories and key issues that the TSB feels publicly on the results next and quality-of-life improve- Nunavut. The airline offers pose the greatest risk to spring,” Tadros said, “when ments. Capt. Chris Kampen, nonscheduled charter flights safety. A series of 41 specific we update our Watchlist. the pilots’ Master Executive throughout Canada and recommendations aimed at Those issues that have been Council chairman, credits the U.S. Canadian North is both industry and regulators squarely addressed will be the dedication of the headquartered in Yellowknife, expand on those issues. removed, and if necessary, Canadian North pilots and Northwest Territories, and Wendy Tadros, the TSB we’ll add new issues of the experience and leader- operates a fleet of B-737-300s, chair, said that while the past concern at that time.” ship of ALPA as crucial in B-737-200s, and Dash 8-100s. year has seen progress on Transport Canada issued finalizing the agreement. marine and rail safety issues, a statement in response, as- The contract ratification n TSB Accuses TC of with seven recommendations serting that the agency “has represents the culmina- Stalling on Aviation Safety receiving the Board’s highest made robust progress to tion of more than two The chairman of the Trans- grade of “Fully Satisfactory,” date on a number of fronts years of hard work at the portation Safety Board of she called the lack of and continues to make the negotiating table. “I want to Canada (TSB) recently criti- similar progress in aviation TSB’s recommendations a congratulate the Canadian cized Transport Canada (TC), “troubling.” priority.” l
August 2011 Air Line Pilot 11 LegislativeUpdate n Still No Long-Term FAA operating pending a comprehensive bill to the air service, regulating lithium NextGen Funding final, multi-year authoriza- president in the next several batteries, and changes in In late June, U.S. President tion bill. weeks. The House and Senate election procedures at the Barack Obama signed into Negotiations continue are at an impasse over fund- National Mediation Board, law the 20th “short term” within Congress on how to ing levels, takeoff and landing among other items. extension, good through resolve a handful of remain- slots at Washington’s Reagan The last reauthorization bill July 22, 2011, to keep the ing differences to send a National Airport, essential expired in 2007. l n FrontLines (continued) n ALPA Pursues Threat- screening for pilots because it Moak also cited the suc- gaps in the security of all-car- Based Approach to uses limited resources more cessful and widely respected go flight operations. All-cargo Aviation Security effectively and moves away Federal Flight Deck Officer flights remain exempt from Screening from a ‘one-size-fits-all’ ap- (FFDO) program, which posi- many security practices that On July 12, ALPA president’s, proach to security.” tions federally credentialed, are mandated for passenger Capt. Lee Moak, sent a In the letter, which armed pilots trained and airlines, such as requirements letter to the U.S. House was sent in preparation managed by the Federal Air for a hardened flight deck Subcommittee on for the Subcommittee’s Marshal Service to serve as door and fingerprint-based Transportation Security hearing entitled “Industry the last line of defense of criminal history record checks reinforcing the Association’s Perspectives: Authorizing the cockpit. He appealed for persons with unescorted call for a threat-based ap- the Transportation Security to Congress to significantly access to aircraft and cargo. proach to security screening Administration for FY 2012 increase funding and mana- Moak asked Congress to that focuses on intent rather and 2013,” Moak emphasized gerial oversight of the FFDO address these deficiencies than on objects, and for the Association’s call for a program to help realize its full to ensure the safety and a Transportation Security screening system that allows potential as one of the most security of the crew and other Administration reauthoriza- passengers with known cost-effective security initia- individuals both aboard these tion bill that enhances backgrounds to be promptly tives implemented since 9/11. aircraft and on the ground successful security programs cleared through security and The Association also under- below their routes. while working to close exist- focuses greater resources scored to the Subcommittee “ALPA recognizes the sig- ing gaps. on those individuals whose the need to improve threat- nificant progress made under “We are gratified by the background is unknown or in ened airspace management the TSA’s leadership toward Transportation Security doubt. In 2010, ALPA released through the creation of a truly realizing a threat-based Administration’s positive a white paper titled “Meeting clearly defined, prioritized plan approach to aviation security,” response to ALPA’s position Today’s Aviation Security to control the national air- Moak concluded. “We look that a philosophical shift Needs: A Call to Action for a space in the event of a major forward to the tremendous is needed in this country’s Trust-Based Security System,” terrorist attack. Such a plan opportunity presented by this approach to aviation security,” which advocated determin- would ensure the security of reauthorization and other Moak said. “Airline pilots are ing the risk posed by each the air transportation system initiatives to make aviation already thoroughly screened passenger through a combi- but avoid a total or substantial security and the passenger as a condition of their em- nation of publicly available closure of the airspace. screening process as efficient ployment. We are particularly information, human interac- Moak pointed out the im- and effective as possible to pleased with the administra- tion, and behavior-pattern portance of pursuing known the benefit of everyone who tion’s support of alternative recognition. solutions to closing existing depends on air travel.” l
12 Air Line Pilot August 2011 n Engineering & Air Safety Update n ALPA Holds Advanced Factors. The course exposes n ALPA Conveys Concerns of Congress are calling for Accident Investigation pilots to the various aspects About UAS arbitrary deadlines that Training Course of an accident investigation ALPA’s president, Capt. Lee threaten to put untested In mid-June, ALPA held so they will be prepared Moak, recently sent a letter to and unregulated UAS in the its Advanced Accident to serve as the ALPA party U.S. Department of Transpor same airspace as airliners. Investigation Course (AI3) coordinator and/or an investi- tation (DOT) Secretary Ray ALPA has initiated a Call at the University of North gative group member. LaHood expressing the union’s to Action to urge Congress Dakota in Grand Forks, N.D. Beyond the technical concerns about integrating to oppose any deadlines Twelve pilot volunteers from groups, the pilot volunteers unmanned aircraft systems for UAS integration until nine airlines conducted a also simulated an organiza- (UAS) into civil airspace before proper safety regulations mock accident investigation tional meeting, various mock all necessary research, testing, are established. Go to the that included examining NTSB progress meetings, and operational safeguards members-only site of www. actual aircraft wreckage. and ALPA progress meetings. are in place. The Association alpa.org and click on the As part of the investiga- ALPA’s AI3 course is the cap- offered its assistance to the Legislation & ALPA-PAC tab tion, course attendees stone of a three-part training DOT as it considers the fu- to participate. participated in six technical program designed to prepare ture of UAS in the national groups, including Air Traffic ALPA pilots to participate in airspace system (NAS). n New Airline Pilot Rest Control, Cockpit Voice major aircraft accident investi- ALPA pledged to col- Rules Needed Now Recorder, Maintenance gations that the NTSB and the laborate with the DOT and ALPA submitted supplemen- Records, Operations, Transportation Safety Board of FAA to ensure the safety of tal comments to the FAA on
Structures, and Survival Canada (TSBC) conduct. the NAS, as some members June 29 urging the n ALPANegotiationsUpdate
The following is a summary are under way on the became the pilots’ bargaining Piedmont—A Section 6 of the status of ALPA con- Continental/United joint col- agent in November 2007. notice was sent on March tract negotiations by airline lective bargaining agreement A tentative agreement was 13, 2009. An application for as of July 15, 2011: (JCBA). The parties requested reached on April 16, 2010. The mediation was filed with assistance from the National pilots voted against ratification the NMB on April 21, 2010. Air Transport International Mediation Board (NMB) on on Aug. 16, 2010. Mediation Negotiations are under way. —A tentative agreement Dec. 17, 2010. Mediation is continues August 8–11. PSA—A Section 6 notice was (TA) was reached on Dec. under way. ExpressJet—A Section 6 sent on Jan. 19, 2009. 3, 2010. On March 14, the Comair—A Section 6 notice notice was received on May Negotiations continue July pilots voted against ratifica- was filed on Sept. 27, 2010. 28, 2010. A joint Section 6 25–28, August 29–Septem- tion. Mediation continues. Negotiations continue notice was filed on March ber 1, and September 19–22. Air Wisconsin—A Section August 29–September 1 and 28, 2011. Atlantic Southeast/ Sun Country—A Section 6 notice was filed on Oct. 1, September 12–16. ExpressJet joint negotiations 6 notice was sent on Feb. 2010. Negotiations continue CommutAir—A Section 6 continue July 26–28; August 23, 2010. Negotiations are August 9–11, September notice was sent on Feb. 2, 1–3, 9–11, 16–18, 23–25; under way. 7–9, and October 4–6. 2009. An application for September 6–8, 13–15, Trans States—A TA was Atlantic Southeast—A mediation was filed with 20–22; October 4–6, 18–20, reached on July 8. In the Section 6 notice was filed the NMB on Dec. 2, 2010. 25–27; and November 1–3. coming weeks, the pilots will on May 20, 2010. Negotia Mediation continues August First Air—A notice to bargain vote on ratifying the TA. tions are under way. A joint 8–12; September 6–9, was filed on Oct. 1, 2010. United—A Section 6 notice Section 6 notice was filed 12–16; October 10–14; and Negotiations are under way. was sent on April 6, 2009. on March 28, 2011. See October 31–November 4. Mesa—A Section 6 notice Negotiations continue on ExpressJet. Evergreen—Negotiations be- was filed on Sept. 10, 2010. the United/Continental Continental—Negotiations gan in December 2004. ALPA Negotiations continue. JCBA. See Continental. l
August 2011 Air Line Pilot 13 n 2010 Aircraft Available Seat Miles/Available Ton Miles For U.S. ALPA Pilots
Measuring the flying done by U.S. ALPA pilots by available seat miles (ASMs) and available ton miles (ATMs) shows a slightly different perspective on which airplane is used the most. For n Engineering & Air Safety example, although the B-777 made up only 4 percent of aircraft block hours in 2010, on an available seat mile/available ton mile Update (continued) basis, it accounted for nearly 11 percent of the flying done by U.S. ALPA pilots. In contrast, while CRJ100/200s accounted for 11 agency to dismiss ground- exists for delaying the result percent of aircraft block hours, they made up only 3 percent of less stall tactics by some in of this unprecedented the ASMs. the airline industry and is- collaboration when new sue the flight- and duty-time rules are needed now to regulations and minimum safeguard passengers, crews, rest requirements for airline and cargo.” pilots that are urgently In its supplemental needed to ensure the safety comments, the Association of air transportation. cited the federal law that “Over the past two years, mandates that the FAA the FAA, the airlines, and issue a final flight limitation airline employees have rule by Aug. 1, 2011, and joined together in a tremen- emphasized that any delay dous effort to develop flight- would be in violation of the and duty-time regulations will of Congress and of the and minimum rest require- American people. ments for airline pilots that To read more, go the are based on sound science,” members-only site of www. said Capt. Lee Moak, ALPA’s alpa.org and click on the Source: BTS, Schedule T2, president. “No justification Safety and Security tab. l Traffic by Aircraft
n ALPA: LightSquared Broadband Proposal Threatens GPS In a letter sent on June ian use, the system has be- proposed to the Federal Com operational issues, jeop- 22 to the House Aviation come an indispensable tool for munications Commission to ardizing GPS would also Subcommittee, ALPA de- aircraft navigation, all-weather deploy 40,000 high-powered, seriously undermine exist- clared adamant opposition approaches and landings, ground-based transmitters in ing efforts to modernize to a private company’s bid surveillance, maintaining the radio frequency spectrum the U.S. ATC system. ALPA to expand its broadband required separation between that is directly adjacent to strongly supports airspace communications services aircraft, and pilot situational GPS bandwidth. Rigorous modernization through in a way that would jeopar- awareness. GPS signals are industry and government NextGen (see page 18) and dize the Global Positioning low-power by design, to allow testing recently demonstrated its potential to improve System (GPS) and threaten them to be based on satellites, that, if the proposal was al- safety, increase capacity the tremendous contribu- but this low-energy environ- lowed to proceed, GPS would and efficiency, and reduce tion that the satnav system ment also makes them sus- be inaccessible over large aviation’s environmental makes to ensuring efficient ceptible to interference from regions of the United States effects. The FAA has and safe airline operations. other radio transmissions. For at altitudes normally flown already invested more than Capt. Lee Moak, ALPA’s this reason, only low-powered by airliners. As a result, airline $1 billion in GPS-based president, sent the letter satellite-based signals histori- pilots would lose a funda- technology that is designed as the Subcommittee cally have been permitted in mental navigation tool that to replace radar-based prepared to hold a hearing the radio frequencies that are is particularly important in surveillance of air traffic, on this issue. closest to GPS bandwidth. mountainous terrain, remote and as NextGen continues Since 1983, when GPS LightSquared, a privately areas, and bad weather. to mature, GPS will become became available for civil- held broadband provider, Along with immediate increasingly important. l
14 Air Line Pilot August 2011 Mailbag
Letters to the editor may be submitted via regular mail to Air Line Pilot, Letters to the Editor, 535 KCM later this year. ALPA’s Herndon Parkway, P.O. Box 1169, Herndon, VA 20172-1169, or by e-mail to [email protected]. goal is to see this program Thank you through when I commute to government power, but I do expanded to all airports I would like to thank the work and again each day I fly, not know how constitutional nationwide as quickly as Air Line Pilots Association for a total of about five times law (4th Amendment) applies possible. for the award I was given a week. It has become very to this. at this year’s National uncomfortable. I feel that ALPA should “Good old days” SAFECON competition. The Transportation push harder to get the Known Long ago when Charley It was a great honor to Security Administration (TSA) Crewmember program im- Ruby was ALPA’s president, receive the Regional Top officers often start by running mediately implemented at all I was the Master Executive Pilot Award. This award their fingers through my hair, airports so that other pilots Council chairman at North is something I have been which is very short with clear- don’t have to experience Central Airlines. (I’m 89 working toward since I ly no place to hide weapons. what I’ve gone through. now and was able to suc- began my flight training Then they put their fingers F/O David Kramer (ExpressJet) cessfully solve the sudoku four years ago. I have used roughly in my collar, then in the June/July issue of the monetary award to pat my chest, armpits, groin, Editor’s note: ALPA agrees Air Line Pilot, so perhaps it obtain my aircraft dis- and often my feet. I routinely that passenger-style security was too easy—though it patcher rating to further take off my belt and shoes to screening of airline pilots is took me two days to solve my credentials with the save time, because they will not appropriate and has long it.) ALPA was still located goal of obtaining a job as normally X-ray them anyway. championed an alternative in the headquarters that an airline pilot in upcom- The searches are humiliating form of airport screening for Dave Behncke built across ing months. and violating. all airline pilots. In response, the street from Midway Thomas Fogarty, Lewis When scanners are avail- the TSA approved and imple- Airport then. Charley University Flight Team able, I opt to go through those mented ALPA’s CrewPASS soon moved ALPA to to avoid a patdown. I do not concept at three airports. Washington, the right Invasive searches have a problem with this, The latest evolution of that thing to do, although I I have an artificial knee but sometimes they pat you program, Known Crewmember opposed the move at that and always set off the down afterwards if they fail (KCM), is soon to be tested at time. There have been metal detector when to “resolve” the image. I do MIA and ORD, with five more a multitude of problems going through security not really take advantage of “test” airports scheduled to since those “good old screening. Since the new the private screening. Perhaps go online within a few more days,” and ALPA has been patdowns were imple- I should, but I am usually weeks. Pending the successful right on top of each one mented, I’ve been going pressed for time. conclusion of a 90-day test, of them. through searches that are I view this more as a dozens more airports are Capt. Oak Mackey increasingly invasive. I go labor issue than an abuse of planned to be equipped with (Northwest, Ret.)
n In Memoriam “To fly west, my friend, is a flight we all must take for a final check.”—Author unknown
2010 Capt. Marvin L. Schliep TWA March Capt. George F. “Pete” Irwin United June Capt. Ford S. Blaney TWA April Capt. Allan J. Spring US Airways July Capt. Billy J. Burgess Delta April Capt. Patrick J. Waring Braniff August Capt. James F. Callaghan (later Capt. Dennis L. Cloonan United October known as Sara J. Weber) TWA April Capt. M.L. Patterson Braniff October Capt. Ray A. Daniel Delta April Capt. A.W. Schroeder Braniff November Capt. David B. Defieux Seaboard/Flying Tigers/FedEx April Capt. J.N. Bridges Braniff December Capt. Thomas E. Epps, Jr. Delta April Capt. Ronald M. Chirhart Northwest December Capt. Richard C. Fontaine Delta April Capt. James. L. Edwards United December Capt. Robert E. Gaines Delta April Capt. Alan M. Gates TWA April 2011 Capt. Edward L. Gibson Delta April Capt. Mario Demitchell United January Capt. John K. Gilman TWA April Capt. A.W. McGrew Braniff January Capt. F.H. Hancock Eastern April Capt. M.R. Sorenson United January Capt. D.L. Turner United January n Compiled from information provided by ALPA’s Membership Capt. Wilber T. Lancaster Braniff February and Council Services Department
August 2011 Air Line Pilot 15 id you know that common shipments of these batteries,” said ALPA’s aircraft fire suppression sys- president, Capt. Lee Moak, who sent a tems are incapable of ex- letter to the House expressing ALPA’s Lithium tinguishing lithium-metal concerns. battery fires, and yet air “We have a tremendous opportunity cargo pilots don’t have to be to safeguard air transportation from the Batteries advised when transporting known danger posed by lithium battery Dlarge quantities of this highly combus- shipments and to set the standard for Are tible commodity? If improperly packaged the world,” he added. The real question or mishandled, these batteries can easily is, When will the government act? self-ignite and pose a serious threat to Dangerous aviation safety. This is one of a variety House play of reasons the Air Line Pilots Associa- The current House FAA reauthorization tion, Int’l, is pushing for regulators and bill contains new language that was Goods– lawmakers to act immediately to ensure added last April—Section 814, titled that shipments of all lithium batteries “Air Transportation of Lithium Cells and Government are fully regulated as dangerous goods. Batteries.” This text, if enacted, would Despite NTSB recommendations bar the FAA from treating the transport three years ago and last year’s U.S. of lithium batteries more restrictively Must Act Department of Transportation (DOT) than does policy that the International notice of proposed rulemaking (PHMSA- Civil Aviation Organization (ICAO) sets. 2009-0095, HM-224F) to “comprehen- ICAO, the aviation arm of the United Now! sively address the safe transportation of Nations, which establishes standards for By John W. Perkinson lithium cells and batteries in cargo,” the international air transportation, exempts Staff Writer issue is now mired in political debate on or “excepts” lithium batteries from its Capitol Hill. The House and Senate have technical instructions, which regulate the included language to address this matter transport of dangerous goods. in their respective FAA reauthorization In a statement issued to the House bills (S. 223/H.R. 658). However, the Subcommittee on Railroads, Pipelines, House version includes a roadblock to and Hazardous Materials, ALPA vehe- needed regulation, thanks in large part mently opposed this position “for the to the lobbying efforts of consumer simple reason that these batteries are electronic and medical device groups, known to be capable of self-initiating battery manufacturers, and other power- hot fires, which airline pilots and/or ful groups. onboard fire-suppression systems may In response, ALPA issued a Call to be incapable of extinguishing, and which Action in April, en- could lead to the loss of an aircraft and couraging members to everyone on board.” weigh in on this impor- ALPA pointed out that if federal avia- tant matter with their tion regulations never exceeded ICAO elected public officials. standards, the nation’s aviation rules The Association has would be tangibly weakened. also issued a position ALPA commented that current ICAO paper (click on QR rules addressing the shipment of lithium code to go to the posi- batteries are insufficient because tion paper), provided testimony before • they do not require pilots to be notified regulators, issued public statements on when shipments of lithium batteries are the subject, and taken numerous other loaded on their aircraft, actions to make its case. • there’s no restriction on the number of “While paint and dry ice shipments lithium batteries that can be shipped, or aboard aircraft are currently regulated as their positioning on the aircraft, dangerous goods, shipments of lithium • lithium-metal batteries are permitted batteries are not, despite the aircraft on passenger and cargo aircraft by ICAO incidents and fires linked to unsafe (the FAA banned their shipment on
16 Air Line Pilot August 2011 Q&A aircraft crashed, killing both pilots. A month later, the FAA issued Safety Another Perspective Alert for Operators 10017, outlining the potential dangers of shipments of An April 8 Tom Bradley article in lithium batteries and noting, “investiga- PCWorld asks and answers the ques- tion of the crash is still under way, and tion, “Is there an actual concern that the cause of the crash has not been lithium batteries can overheat and determined. We are aware, however, that ignite?” In his article “House Passes the plane’s cargo did include large quan- Bill Declaring Lithium Batteries Safe,” tities of lithium batteries and believe it UPS DC-8 accident in February 2009. Bradley notes, “Well, there was the prudent to advise operators of that fact.” 2006 recall of 1.3 million mobile In addition to discussing the com- an onboard fire shortly before landing. phone batteries, the 2007 recall of 46 bustible nature of the lithium-metal Local firefighters, unaware that lithium million mobile phone batteries, the batteries boarded, the report highlighted batteries were involved in the fire, took recall of 208,000 notebook batteries the challenges in containing onboard more than four hours to bring the blaze by Lenovo, and the HP recall of more fires. Halon, used in many air cargo fire under control. than 100,000 notebook batteries—all suppression systems, is ineffective in in response to reports that the batter- extinguishing lithium-metal battery fires. At a snail’s pace ies were dangerously hot and prone The report also noted, “A container ALPA has been pressing the DOT’s to spontaneous combustion. And that specially designed to ship lithium-metal Pipeline and Hazardous Materials Safety is just scratching the surface. There is batteries would need to demonstrate Administration (PHMSA) to fully regulate ample evidence that lithium batteries that it can withstand this explosive lithium batteries as hazardous materials can be hazardous.”—JWP condition. There are currently no ap- for more than 10 years. What does ALPA proved and tested containers that can want? “Improved packaging, better sufficiently contain the known effects of testing, a dangerous goods label that passenger flights in 2004), accidental lithium-metal battery ignition. would be easily recognizable to ground • no dangerous goods labels are re- Common metal shipping containers, handlers and emergency responders, quired, and pails and drums, are not designed to an acceptance check to verify that the • no special training is required for ship- withstand a lithium-metal cell fire.” regulations have been complied with, pers and handlers. The preliminary accident report from and notification to the pilot-in-command “Given that the FAA continues to the General Civil Aviation Authority of that lithium batteries were being carried receive reports of fires directly related to the United Arab Emirates added, “The in accordance with the DOT’s hazard- lithium battery shipments and lithium package details for the cargo onboard ous materials regulations would greatly batteries contained within equipment, the accident flight identified many improve air safety.” we cannot afford to wait to fully regulate of the shipments as lithium batteries F/O Mark Rogers (United), director of lithium batteries as dangerous goods. and electronic equipment containing ALPA’s Dangerous Goods program and Every day we delay, people and property or packed with lithium batteries. The chair of the International Federation of are being exposed to the potential dan- manifest indicated these shipments were Air Line Pilots’ Association’s Dangerous ger of an inflight fire that neither the distributed throughout the cargo decks Goods Committee, has long been ad- aircraft, the aircraft’s fire suppression and not concentrated in any specific vocating for the full regulation of both system, nor the flight crew may be able area. Further investigation into these lithium-ion and lithium-metal batteries to extinguish,” said ALPA. items revealed that at least three of the as dangerous goods. He has addressed shipments contained lithium-ion battery this issue with Congress, ICAO, and a Heat wave packs that met the Class 9 hazardous host of aviation and lithium battery During the last 20 years, dozens of seri- material criteria. Accordingly, these industry stakeholders. ous aviation accidents and incidents shipments should have been shipped as “The process is taking too long,” involving lithium batteries have been regulated materials per ICAO technical Rogers told a 2009 House subcommittee, documented around the globe. One of instructions, and thus should have ap- during a question-and-answer session these events occurred on Dec. 3, 2010, peared on the cargo manifest.” immediately following testimony he when two pilots flying UPS Flight 6, a One of the most notable lithium presented. His message has remained Boeing 747-400 carrying a large payload battery accidents in the U.S. involved a relatively constant over the years, but the of lithium batteries, reported thick UPS DC-8 at Philadelphia International number of aviation-related lithium bat- smoke in the cockpit shortly after taking Airport in February 2006. The pilots tery accidents and incidents he can point off from Dubai International Airport. The notified air traffic control that they had to as examples just keeps growing.
August 2011 Air Line Pilot 17 From ‘Shrimp Boats’ to Satellites As U.S. federal ATC celebrates its 75th anniversary, ALPA focuses on completing a robust foundation for the next 75 years
By Capt. R.E. Torn (Delta) ALPA NextGen Project Team Lead heir handlers called them “shrimp boats,” which they resembled in shape but did not represent. Pushed by men with long wooden sticks like min- iature polo mallets, the little “boats” moved slowly across a table map, standing in for airliners that Tthe men tracked based on position reports radioed by pilots. That’s how air traffic control began in the United States during the 1930s—airline employees in three airway traffic control centers (Chicago, Cleveland, and Newark) tracking, but not separating, aircraft like DC-2s, DC-3s, and Ford Trimotors. Last month, the FAA marked the 75th anniversary of federal air traffic control, which began on July 6, 1936, when the
Bureau of Commerce took over the operation of the three FAA centers and their 15 employees. Earl Ward (left) organized the original Newark airway traffic How much has changed in these 75 years! control center. Here, he tracks a flight as R.A. Eccles watches. Navigation has jumped by leaps and bounds (in reliability, The markers representing aircraft were moved across the map accuracy, and ease of use) from pilotage and dead reckon- as flights progressed. First developed by controller J.V. Tighe, these markers came to be known as “shrimp boats.” ALPA Board of Directors ing to bonfires and beacons to the A-N (aural-null) ranges to NDBs, VORs, and VORTACs, to RNAV, INS/IRUs, and GPS. Priority: ATC System Celestial navigation for flights over oceans, deserts, jungles, Modernization and the poles gave way to Omega, Loran-C, and other long- range or global nav systems—all now made obsolete by the Global Navigation Satellite System (GNSS) receivers, using During ALPA’s 2008 Board of the GPS, GLONASS, Galileo, or Beidou system. Directors (BOD) Surveillance and separation, over much of the earth’s land meeting, Delegate surface and coasts, have evolved from the “they should have Committee 3 landed by now” of St. Exupery’s pioneering airmail days and (Safety/Security/ nights to pilot inflight position reports and, in a major leap in the Flight Time-Duty Time) set ATC 1950s, to primary (skin reflection) and secondary (transponder- system modernization as one of the union’s top three long-term based) ATC surveillance radar. And now, Automatic Dependent safety priorities having the potential to dramatically change the Surveillance Broadcast (ADS-B), again based on GNSS. airline industry and improve ALPA members’ livelihoods. Communications have evolved from flag and light signals The BOD members discussed the fact that airline pilots cur- to telegraph vacuum tube sets requiring an onboard operator rently fly in an antiquated system that is based on technology developed during the 1950s and 1960s, yet they fly fourth- and to today’s satellite-based systems allowing a mere phone call fifth-generation aircraft. Determining the problem isn’t the to anywhere in the world. Future communications systems will issue—fixing it is. use a combination of datalink communications for messages The cost associated with upgrading and improving the U.S. such as controller-pilot data-link communications (CPDLC) and ATC system is about $40 billion. Committee delegates agreed voice capabilities allowing for direct pilot-to-controller contact that improving the U.S. airspace system requires all industry partners, including government and airline management, to look in non-VHF areas. at system and airplane upgrades in a new way. Congress needs to Traffic management has evolved from visual to an instru- understand that a solid commitment to ongoing federal funding ment-based regulatory system resulting in control zones and is going to be required. This is not a project that can be termi- several classes of airspace. Traffic management historically has nated before completion. Airline managements will also need to been based on providing “first-come, first-served” traffic -ser understand that they must cover some of the cost as they will eventually benefit from improved efficiency and capacity. vices. Once an operator has invested in the new technologies, the service change is proposed as “best-equipped, best-served.”
18 Air Line Pilot August 2011 From ‘Shrimp Boats’ to Satellites As U.S. federal ATC celebrates its 75th anniversary, ALPA focuses on completing a robust foundation for the next 75 years
ALPA Reps at the Table
Fulfilling policy made by ALPA’s line pilot governing bodies (see system issues, administers the NAC. RTCA functions as a Federal “ALPA ATS Policies: By the Book,” page 20), the union’s representa- Advisory Committee. The FAA uses RTCA recommendations as tives continue to be deeply involved in directing the course of the basis for policy, program, and regulatory decisions; the private NextGen implementation: sector uses them for development, investment, and other busi- l ALPA’s president, Capt. Lee Moak, is a member of the NGATS ness decisions. Institute Management Council (IMC) and also serves on the IMC l Keith Hagy, director of ALPA’s Engineering and Air Safety Executive Committee. The NGATS Institute is the industry coun- Department, represents ALPA’s interests on the RTCA Policy Board. terpart to the Joint Development Program Office (JPDO), which is Chris Baum, a manager in the Department, serves on the RTCA made up of eight federal government groups that are involved in Program Management Committee. helping to shape NextGen. l ALPA line pilot safety representatives and Engineering & Air l Moak also sits on the FAA NextGen Advisory Committee (NAC). Safety Department staff participate in a number of government/ RTCA, Inc., a private, not-for-profit corporation that develops industry committees and forums that are working to develop consensus-based recommendations regarding communications, standards, procedures, policies, and guidelines for NextGen navigation, surveillance, and air traffic management (CS/ATM) implementation.
NextGen: A work in progress annually by the FAA, highlights programs and projects time Today, 75 years after the Bureau of Commerce federalized the lines and can be found at www.faa.gov/nextgen. “shrimp boats,” the FAA and aviation stakeholders are deeply The total NextGen vision for now through the year 2030 involved together in implementing this enormous and vitally includes a vast number of changes, including to airport surface important overhaul of the U.S. national airspace system (NAS). operations, aviation security, environmental aspects, energy, NextGen has been billed as the biggest U.S. transportation metroplex operations, unmanned aircraft systems operations, infrastructure project since the Eisenhower administration improved weather information services, on-demand NAS infor- created the interstate highway system. mation, and their underlying technology changes. For most of The forecast demands for aviation services globally require the technology components, one of the fundamental elements a better and smarter method of managing the use of the air- of NextGen is the movement from ground-based to satellite- space system—from the gate to enroute flight and back to the based navigation via GNSS, communications via datacomm, gate. The challenge is building a new system within an existing and surveillance via ADS-B. A key focus of these applications is the ability to share information, such as improved situation displays. With cockpit displays of traffic information (CDTIs), pilots will have the same picture of air traffic as controllers have and better situational awareness.
NextGen: vs. NowGen Many new airliners are being delivered with operating ADS-B system that operates 24/7, 365 days a year. You just can’t shut systems installed. Air traffic controllers can then use ADS-B to down the airspace for a week of two, make the changes, and separate suitably equipped aircraft in areas within ADS-B cover- turn it back on. age, resulting in pilots’ receiving better surveillance services The NextGen program is not only the combination of the such as proceeding direct to a down-track fix and better ability aforementioned technologies, but also the optimization of to deviate from course for weather. These sites include Houston each of their abilities combined in a process known as air Center (providing coverage to the Gulf of Mexico), the Louisville traffic management (ATM). A well-designed ATM capability TRACON, Philadelphia, Alaska, and South Florida. The FAA allows the air and ground components to function smoothly expects to complete the U.S. ground infrastructure by 2013 and by synchronizing with each other, when expected, as required, to have the system fully operational by 2020. and as efficiently as demanded. Airline pilots will not see but Industry and government teams including the Air Line Pilots will be directly affected by these management processes. The Association, Int’l, are working in metroplex areas to implement result will be a requirement for more precise flying by all users, airspace, technologies, and procedural changes in the short term. enabled by the proper technology, training, and regulation ALPA is working in NORCAL, SOCAL, and other locations, provid- changes. NextGen Implementation Plan (NGIP) 2011, published ing pilot expertise and helping to get it right the first time.
August 2011 Air Line Pilot 19 From ‘Shrimp Boats’ to Satellites
ALPA ATS Policies: By the Book
Listed below are some, but not all, of the ALPA policies on air traffic l ALPA shall not endorse any cockpit traffic display that has not control that are contained in the Engineering & Air Safety section of been properly tested, evaluated, and certified by the FAA, with the ALPA’s Administrative Manual: concurrence of ALPA for not only the collision avoidance function, l ALPA supports the development and implementation of an ATC but also for any extension of TCAS technology. system using space-based systems for navigation, communications, l ALPA supports equipping all airliners operated in accordance and surveillance. with the ALPA One Level of Safety policy with a system equivalent l ALPA supports a concept of national airspace system (NAS) to at least TCAS II standards. architecture based on a jointly developed industry/government The system should not be operational requirements document. ALPA also supports the alloca- connected to the flight tion of resources by the administration and Congress in a manner controls, but only provide that supports rapid modernization of the NAS. maneuver commands for l ALPA strongly endorses its continuous participation in the plan- the pilot, unless a certified system can be shown to significantly ning of future ATC systems. increase the operational safety of TCAS resolution advisory maneu- l ALPA recommends frequent meetings with high-level FAA ATC vers. Air traffic separation standards should not be based on this representatives. type of “last resort” collision avoidance system. l ALPA supports the ATC system concept that includes a high To view ALPA’s Administrative Manual, visit the members-only degree of redundancy. site of www.alpa.org. Click on e-library in the toolbar, and in the left- l ALPA supports the implementation of a flexible ATC system. hand menu click on Administration. Then click on Administrative l ALPA endorses the development of cockpit displays of traffic Manual and go to the Engineering & Air Safety section. information (CDTI).
The FAA is implementing hundreds of RNP approaches an- nually over the next several years. Some of these are overlays of “Roger, radar contact…” existing approaches, and others optimize the flight path for ter- rain obstacles, noise areas, and other factors. RNP departures During the 1930s, scientists in several countries developed are being designed and implemented with an eventual goal to primary surveillance radar (i.e., radar that detects the direction stitch the route segments together from takeoff to touchdown. and distance to distant metal objects) that was used secretly in WW II. Primary surveillance radar brought about huge changes in ALPA is actively participating in NextGen as an industry civilian aviation when U.S. controllers began using it to separate partner for planning and implementation. Capt. Lee Moak, aircraft during the 1950s. Enroute centers started using the first ALPA’s president, currently sits on the RTCA NextGen Advisory air route surveillance radar in 1956 when the first ATC computer Committee (NAC), the high-level industry-government was installed at Indianapolis Center. A year later, the ATC radar body that helps form the strategic “big picture” of NextGen. beacon system (i.e., secondary surveillance radar, which inter- rogates aircraft transponders) came along. As ALPA’s NextGen Project Team lead, I sit on the NAC Subcommittee, which is focused on the tactical implementa- tion of many of the segments of the NGIP, based on NAC guid- Second, as mentioned above, NextGen is very much a ance. Many ALPA pilots participate in FAA Advisory Rulemaking work in progress. The first tier of applications will focus on Committees (ARCs), RTCA Technical Special Committees, and replacing current operations with new technology, procedures, airport-level working groups, making sure that the pilot per- and airspace changes. For example, ADS-B per se is pretty spective is taken into account. straightforward—i.e., the aircraft or ground vehicle reports its Yet much remains to be done. GPS position with precision not available from earlier technol- ogy. Various users see the data for different purposes. The NextGen: Sounds great—What’s the holdup? much bigger question is, What do we do with the data? New First, though implementing NextGen (and doing it right the technologies and applications will require a review and amend- first time) is hugely important for maintaining and improving ment to procedures; and regarding certain applications, the safety, efficiency, and capacity while reducing aviation’s envi- “concept of operations” hasn’t even been decided yet. ronmental effects, it’s not a free lunch and has costs—directly ADS-B’s improved accuracy of location should permit (at and indirectly. While it has benefits for all the participants, it least in theory) reduced separation between aircraft, but what also has risks of not delivering the promised benefits and pos- about wake turbulence? When will rigorous testing be con- sibly making things worse. It’s a new system, after all. ducted to answer a long list of questions about wakes? Will new
20 Air Line Pilot August 2011 ALPA Contributions to ATC and National Airspace System Safety
The Association’s active engagement with the FAA, Transport Canada, international organizations, local ATC facilities, manufacturers, airline managements, and other Two Unforgettable Augusts aviation stakeholders during the past 75 years has led to many improvements, large and small, in ATC and the 30 Years Ago: On Aug. airspace system. Here are just a few highlights: 1, 1981, the Professional Air Traffic Controllers l The traffic alert and collision avoidance system (TCAS), Organization (PATCO) went which ALPA activists sought since the 1950s, has greatly on strike. President Ronald increased pilots’ awareness of other air traffic and virtually Reagan fired the striking eliminated midair collisions involving airliners. controllers, setting the tone l Safe introduction of airspace system changes such as for a nationwide tougher stance against labor unions reduced vertical separation minima (RVSM) in interna- by their enemies. tional and domestic airspace came about because ALPA In the weak U.S. economy of the time, U.S. airlines used representatives inserted line pilots’ perspective and the PATCO strike to cut flight frequencies in half virtually concerns into the process. overnight, furloughing many ALPA members. The return to the l RNAV and RNP procedures to improve airspace system pre-strike number of operations in the U.S. ATC system took a few years. capacity, efficiency, and safety reflect many years of PATCO is long gone, but some of the controllers’ issues, includ- careful attention and input from a number of ALPA pilot ing fatiguing schedules and controller errors, are still very much safety activists. in the news today. l Being able to talk directly to an air route traffic control center (ARTCC) is possible because ALPA pushed for it; 25 Years Ago: On Aug. 31, 1986, an AeroMexico DC-9, Flight 498, collided with in the early days, pilots had to obtain enroute clearance a single-engine Piper changes via their airline dispatcher. Archer over Cerritos, l Visual descent points (VDPs) for nonprecision ap- Calif., a suburb in the proaches were the brainchild of ALPA, which got them Los Angeles basin. onto nav charts. A total of 82 people (including 15 on the
ground) died. WIKIPEDIA COMMONS The Cerritos midair collision was the final straw that led the tools need to be developed in the cockpit and on the ground to Congress to order the FAA to mandate traffic alert and collision safely permit reduced separation? New procedures may require avoidance (TCAS) II equipment on U.S. airliners. ALPA had been changes in training, and these should be based on accurate and pushing for a collision avoidance system on airliners since the meaningful human factors studies. 1956 collision of a United DC-7 and a TWA Lockheed Super Another example is trajectory-based operations (TBO), a Constellation over the Grand Canyon. more complicated application that ultimately may require the use of ADS-B, datacomm, and GNSS technologies. The pony up and make the investment to equip their fleets air traffic control system must synchronize trajectories, add- with NextGen technologies, insisting that the early bird ing in a time component resulting in an application called will get the worm. 4DTrad. Airline managements, however, are skeptical; for one Sounds simple, as long as you’re flying the only airplane in thing, they’ve been burned before. The Miami trials in 2000 the sky. But add in other airplanes, longer distances, weather, (controller-pilot data-link communications, or CPDLC) are an and other factors, and you get the future of the NAS for better excellent example: Several years ago, a few U.S. airlines made or worse. Add in aviation security, ground infrastructure, per- significant investments at the FAA’s request to participate in formance requirements, and global operations and harmoni- CPDLC operational trials, which ended when budget cuts led zation while building all this change together, and “complex” the agency to pull the plug on a working program. is an understatement. Several trial programs with adequate funding, such as the Third, the big sticking points regarding NextGen DataComm Implementation Team (DCIT), are looking for first implementation are the cost and who will pay for it. This adopters to develop these technologies with final announce- multi-billion-dollar, multi-year program requires a reli- ments expected soon. JetBlue Airlines recently received funding able funding stream over a period of several years. The to equip some of its fleet with ADS-B. government and industry haven’t provided this yet. FAA Lest you think this is all a waste of time and resources, Administrator Randy Babbitt has been urging airlines to consider these success stories: ALPA pilots flying north of the
August 2011 Air Line Pilot 21 From ‘Shrimp Boats’ to Satellites
FAA, NATCA Agree on Steps FAA ATC Today
To Ease Controller Fatigue l The current workforce of more than 15,000 FAA air traffic controllers handles about 50,000 flights per day—51 million On July 1, the FAA and the National Air Traffic Controllers airline, general aviation, and military operations in 2010. Association (NATCA) announced agreement on recommenda- l In 2010, 149.6 million passengers flew on U.S. domestic and tions developed by a joint FAA-NATCA working group to mitigate international flights. controller fatigue. The working group was established under the l More than 6,000 technical operations specialists maintain 2009 collective bargaining agreement between the FAA and the equipment in the U.S. national airspace system, which NATCA. includes 131 federal stand-alone airport traffic control towers, The recent agreement on fatigue countermeasures reinforces 246 contract towers, 132 towers/terminal radar approach control existing FAA policy that prohibits controllers from sleeping on (TRACON) facilities, 29 stand-alone TRACONs, 21 air route traffic duty. The agency will continue to provide controllers with breaks control centers, two center radar approach control facilities, the on the midnight shift, based on staffing and workload. While on FAA Air Traffic Control System Command Center, and 41,000 breaks, controllers are expected to be available for recall at all installations that house radars and other air traffic equipment. times. The FAA and NATCA also agreed that all controllers must report for work well rested and mentally alert and that the controller has the responsibility to notify his or her supervisor if Finally, there’s the economic argument regarding what the he or she is too tired to work. Controllers can now request to take true benefits are and who will benefit. The big return for airplane vacation or sick leave if they are too fatigued to work air traffic. operators, for example, will come with ADS-B In (aircraft receiv- Earlier this year, after a series of highly publicized events ing ADS-B information and applications), not ADS-B Out (aircraft involving controllers working alone on the midnight shift, the broadcasting position). The FAA has mandated that airlines must FAA eliminated single-staffing on that shift and adjusted work schedules to give controllers at least nine hours off (versus eight be ADS-B Out equipped by 2020, which will result in reduced hours previously) between shifts. Controllers also now will be need and cost to operate the radar network. But airlines will have allowed to listen to the radio and read “appropriate printed little direct benefit. Conversely, every participating aircraft will material” while on duty between 10 p.m. and 6 a.m. “as traffic have to be equipped for In to work (at least as far as surveillance, permits,” the FAA said. CDTI, and related applications are concerned). The agency has agreed to develop policies that will encourage controllers to seek medical help for sleep apnea, which currently To get real benefits for investing in new technologies and is medically disqualifying for controllers. The FAA said it will work application, they must actually be able to be used. And that “to develop a process for most air traffic controllers with sleep leads to the discussions under way regarding the possibility of apnea to regain their medical qualification once they receive changing another fundamental paradigm of the ATC system: proper medical treatment.” “first come, first served” giving way to “best equipped, best Additionally, the FAA will develop a fatigue risk management system for air traffic operations by January 2012. The agency also served.” That already has been the case to a certain extent for is designing a comprehensive fatigue awareness and education a long time—i.e., certain aircraft equipment and, sometimes, training program for employees. specific pilot training are required to gain access to particular airspace and procedures—for example, precision runway moni- tor approaches. border are today participating in ADS-B-mandated operations In June, Administrator Babbitt, in a speech to the RTCA in the Hudson Bay area. Alaska and the Anchorage FIR are us- Annual Symposium, noted, “We [the FAA] have asked the ing ADS-B for surveillance in nonradar areas. Airlines operating NextGen Advisory Committee [on which ALPA’s president, Capt. at New York’s JFK use a private ADS-B-derived system called Lee Moak, sits] to look at the issue of equipage and come back AEROBAHN to help manage their ground and ramp operations. to us in the fall with a consensus proposal….We’re open to all New York Oceanic provides CPDLC services for clearances and ideas. These are tough economic times, [but] we need to bal- ATC directives. ance our fiscal restraints with the need for equipage.” Some point out that the first to equip will, by the time the For the future of the airline profession, ALPA maintains that entire industry is equipped, have the oldest installed equip- pilots must be a central focus of all these changes. Ultimately, ment; the last to equip likely will enjoy the benefits of design it’s the flight crews who must make the flying piece of the upgrades and perhaps even lower costs resulting from econo- system work. For decades, ALPA has helped keep the NAS work- mies of scale. Thus no one wants to go first in a big way. Closer ing through the professionalism of its pilots and with the help to home—Do you want part of your earnings to go toward this of experienced controllers. And that’s what’s going to make investment through your employer or through your taxes? NextGen work.
22 Air Line Pilot August 2011 CHRONICLING ALPA’S STRATEGIC PLAN Ways ALPA Made Member 6 Communications Easy BOD Delegate Committee 5 By Molly Martin, Contributing Writer
The following article is the fifth of an eight-part series that groups’ publications soon. Visit www. chronicles the strategic plan of the Air Line Pilots Association, alpa.org/epubs to read back issues of Int’l, set in motion at the union’s 42nd Board of Directors meet- Air Line Pilot and other good reads, ing in October 2008. It details how ALPA is using this plan to set including Flying the Line, Volumes I priorities, achieve goals, and advance the airline piloting profes- and II, by ALPA’s unofficial historian, sion. Air Line Pilot will examine how specific recommendations George E. Hopkins. of the Board’s eight delegate committees are making a difference in the lives of ALPA pilots.
t the October 2010 Board of Directors (BOD) meeting, 2 Social Media Suite BOD Delegate Committee 5 members discussed the If you spend your limited amount of “free” time on the web, constant challenge facing today’s information-overload- chances are you’re one of the 750 million active users of ed society: how to get your message across. Technology Facebook. Or maybe you’re not that dedicated, but chances Amakes it easier, but it also raises the ante. We’re now accus- are you’ve seen a video on YouTube. In an effort to reach audi- tomed to receiving relevant information, in real time, in the ences where they already go, ALPA entered the social media palm of our hands. So it’s no surprise that ALPA’s pilot leaders realm several years ago. It’s a good way to receive timely union want the union to keep pace. Here are 6 ways ALPA’s trying to updates—for those addicted to social media, which has prob- reach members with the information they need: ably moved beyond the “fad” status. You can stay connected with ALPA on facebook.com/wearealpa 1 ePubs twitter.com/wearealpa In September 2010, ALPA started offering pilots the choice to youtube.com/wearealpa read their favorite union journal on their laptops and smart- phones. Collaborating with the Information Technology and You can also see ALPA’s photos on Flickr, connect with other Services Department, ALPA’s Communications Department pilots and ALPA’s professional staff on LinkedIn, and feed your developed an in-house publishing process that transforms Air RSS readers Line Pilot and other union publications into both a digital page- with the turning format and a mobile-phone-friendly option. Just one click on the page-turning icon allows an auto- detection program to recognize the type of device you use to request the file. It then chooses the appropriate format, either the Flash page-turning file for PC users or an HTML text-only file for other users. Prefer a regular old PDF? No prob- union’s lem. It’s still an option. newsfeeds The Communications (separated into several Department tweaked the topics, including Pilot Group offerings a bit, based on user News, Safety & Security, etc.). feedback, and will expand Is it all Greek to you? You can read up this electronic publications on what each service is and how you can join technique to ALPA pilot at www.alpa.org/stayconnected.
August 2011 Air Line Pilot 23 CHRONICLING ALPA’S STRATEGIC PLAN
Who’s on ALPA’s Facebook? ALPA’s Facebook demographics data show that the majority of followers range in age from 25 to 44, a good indicator that it’s a useful tool for reaching the younger pilots in the union’s ranks.
user’s selected podcast with his or her portable music player, 3 Podcasts ensuring that subscribers will always have the latest available Several ALPA pilot groups—including Atlantic Southeast, content. Comair, and Delta—are using podcasts to keep their pilots So subscribe to The FlightDeck and never miss an episode! updated. Podcasting provides Scan the QR code to subscribe to The FlightDeck in iTunes. ALPA with the benefit of reach- ing thousands of listeners on their schedule, perfect for mem- bers who are always on the go. 4 Website Redesigns Listeners can pause or play a ALPA’s website is always evolving. The program, fast forward or rewind, Association revamped the website not too long ago, making it easier to navigate. It also contains more information about the services and resources the union provides, and even tune into programs with additions such as the committee and that have already aired. department pages—available to members who log in—under Podcasting also creates the the ALPA Toolbox tab. perfect venue for ALPA’s new- If you’re a frequent visitor, you might have noticed a “New” est communications vehicle— button that tops the home page. That’s where ALPA promotes The FlightDeck. This monthly the latest new products and services available to members. video program features avia- Keep an eye out for these quick links for easy access to com- tion industry news for ALPA members, industry stakeholders, munications products as well as standing services found in the and the traveling public. Segments such as “Ask a Pilot” and right-hand column on the page, including sites dedicated to the “Fit for Flight” answer commonly asked questions and offer jumpseat, furloughed members, and ALPA-PAC. helpful tips What is a podcast? for those A podcast is an episodic program delivered interested in aviation. 5 via the Internet through an RSS feed or Apps downloaded and/or streamed from the web One of In April, the Association debuted as a media file. Originally conceived as simply the key “ALPA Mobile,” a free app avail- audio broadcasts, podcast episodes now advantages able for download on iPhone include audio and video files, documents, or of podcasts and Android devices. The combinations of the three. ALPA can transmit is that most application provides mem- any television or radio program as a podcast, media player bers—after login—with as well as any lecture, training program, picket, software access to their master or other recorded event. (think iTunes) executive council’s will sync a (MEC’s) committee list,
24 Air Line Pilot August 2011 topics matching those available on the Association’s website. The Association’s Information Technology and The Association’s Information Technology and Services Services Department is planning for a Department is planning for a second phase of the app later in 2011 that will incorporate additional functions, including second phase of the “ALPA Mobile” free app jumpseat and MEC hotel and contact information. So if you have a smartphone, go to the AppStore, look up the later in 2011 that will incorporate ALPA app, and try it out! additional functions, including jumpseat information and the ability to search 6 QR Codes collective bargaining agreements. In January, Air Line Pilot imple- mented QR codes along with which contains information the Preflight section, which for committee members you features airline industry news might need to contact while and updates from ALPA’s various flying the line. departments. Pilots may also have access Not just meant for retail to their MEC’s own newsfeed, anymore, QR codes (and if available, and a forms library smartphones) allow ALPA that contains generic forms to send readers straight to that members can fill out and websites and videos from submit online. printed material, making Scan the QR code above to download the ALPA iPhone app. information easier to The app also pulls news from ALPA’s RSS feeds (see “Social access. Media Suite”), where all users can select from multiple news It’s just that easy!
These are some of the most recognized brands in the world. But this sort of household Apple, Nike, recognition doesn’t happen overnight. It takes a strategic plan— one that includes goals, dedication, and resources. The Air Line Pilots Association, Int’l, Board of Directors Committee 5 delegates stressed McDonalds… the importance of ALPA’s ability to be an identifiable brand not just within the airline industry but to the public as well. A strong and identifiable brand builds loyalty, preserves the Association’s reputation, and influences the way people view ALPA. To get there, the 2008 and 2010 BOD Committee 5 members recommended—and ALPA’s BOD resolved—that the union promote a clear and consistent brand that would support and reinforce ALPA’s mis- sion. This year, the Executive Council approved moving ahead with a brand strategy that will include ALPA brand guidelines. These guiding principles will help strengthen ALPA’s brand through consistent use of the Association’s logos, messages, photos, etc. With correct and consistent use of these guidelines, the Association can build its brand by clearly communicating what ALPA is and what it does for its members, the airline industry, and the traveling public. The Communications Department will introduce new phases of the branding campaign that will work together to make ALPA the organization that represents, reflects, and embodies the importance of the airline pilot.
August 2011 Air Line Pilot 25 Negotiations Training Seminar Recap
LPA’s president, Capt. Lee Moak, welcomed negotia- tionships with company and industry participants. “The skills tors to the union’s annual Negotiations Training Semi- you’re learning here are personal skills,” he said. “Oftentimes, Anar, held in the Association’s Conference Center in it’s the difference between making one more phone call. Herndon, Va., on June 7–10. He encouraged them to look for Negotiations are personal.” and seize opportunities to capture gains whenever possible. Participants learned just how personal negotiations are “We should always be prepared to take advantage of an up- by participating in mock sessions of ward economic cycle, solve problems, and sign agreements— their own. Half of the group spoke for whether or not we’re in Section 6,” pilots, the other half for management. Moak said. Professional negotiators on ALPA’s staff He went on to describe the full refereed the training exercise after teach- range of opportunities that ALPA ing the group some interesting strategies should consider, from the “big and tactics—right down to the details of Capt. Moak inning” approach that Section 6 where you sit and how you talk. provides to the more modest “base “Don’t sit in a line,” said Jeff hit” letter-of-agreement approach Jeff MacDonald MacDonald, a manager in ALPA’s Repre that may be available mid-contract. sentation Department. “You want to see all the facts at the Moak also stressed the importance negotiating table, and that includes people’s mannerisms and of establishing constructive rela- facial expressions.”—Molly Martin, Contributing Writer
Guest speaker Linda Puchala, chair of the National Mediation Myth or Reality Board, echoed Moak’s sentiments, with Linda Puchala saying negotiators need a supreme sense of timing and to understand “If I fly for 32 years and my contracts when favorable circumstances exist for concluding agreements. “Great average four years in duration, I will work negotiators are opportunistic,” she under eight contracts during my career.” said. “They’re always listening and looking for settlement opportuni- Linda Puchala Myth ties and are willing to adjust their strategy to achieve mem- ber goals.” Puchala broke down the time lines for contract The breakdown: negotiations and urged pilot negotiators to calculate the time value of one settlement versus another. Time in direct negotiations months +
18 Looking for a summer read? Linda Time in Railway Labor Act mediation months + Puchala suggests Sonya Hamlin’s 29 How To Talk So People Listen. In her book, Hamlin advises readers to Time in ratification process month + dramatically rethink how they com- 1 municate. She presents strategies Time until next amendable date years = for success in an age in which the 4 workplace is less formal, hierarchies have flattened, different generations Reality: contracts (not 8) over your career have completely different goals and 4 reference points, and many peoples’ attention span is down to one-and-a-half minutes.
26 Air Line Pilot August 2011 National Mediation Board Director of Mediation Larry Gibbons Hints from the Mediators:
Train your negotiating team members. Claim to Fame: Reduce your open issues before applying “I defined fast food.” for mediation.
Gibbons opened his remarks by telling Prioritize your open issues. attendees how he helped the ABX Air Manage/adapt expectations. pilots define fast food in their latest contract. He then gave everyone a Give your negotiators the power to make Larry Gibbons sneak peak at the Board’s newest offer- tentative agreements. ing: the Expedited Mediation Project (which the NMB official- Listen to suggestions from the mediator. ly announced on June 10). He says that it’s a way to get a deal Come prepared and be on time. done very quickly, and the Board is looking for customers. For details, visit www.nmb.gov and click on “What’s New.” Don’t burn the mediator’s credibility.
Bruce York, director of ALPA’s Representation Department, joined several of ALPA’s seasoned York’s Top 3 Ways to professional negotiators to lead at- Increase Pilot Leverage tendees through the interactive four- day training. He emphasized strategic planning and thinking outside of Build a relationship with the traditional Section 6 box to 3management (it just makes make gains in today’s ever-changing bargaining easier). Bruce York environment. He also highlighted the multidimensional nature of negotiations and contrasted different types of bargaining. Have a plan and share it with The intensive four-day Negotiations Training Seminar 2 others (armed with the same helped inform and better prepare pilot negotiators from 13 facts and figures, pilots come to ALPA pilot groups and representatives from the Allied Pilots the same conclusion 99 percent of Association. The training gave them opportunities to simu- the time). late difficult and complex bargaining situations—situations they will surely face in the years to come. Work at FedEx Express (or an- 1other profitable company). Steve Hodgson, a manager in ALPA’s Retirement & Insurance Department, talks about R&I concerns during negotiations. PHOTOS: CHRIS WEAVER PHOTOS:
August 2011 Air Line Pilot 27 ALPA’s Jumpseat Council Promotes Captain’s Assistance to Jumpseaters
ilot-in-command (PIC) clear—complying with FAR authority over the 121.547 dictates that jump- Pflight deck jumpseat is seats are controlled by the a right worth fighting for, and “pilot-in-command, an appro- the ALPA Jumpseat Council’s priate management official of No Pilot Left Behind initiative the Part 119 certificate holder, is intended to do just that by and the administrator.” educating members about If any doubt exists about the importance of protecting a jumpseater on a particular and maintaining control over flight, FAR 91.3 clarifies that that resource. The Council “the pilot-in-command of an is concerned that the use of aircraft is directly responsible the Cockpit Access Security for, and is the final authority System (CASS) and boarding as to, the operation of the procedures established during aircraft.” And further, in the post-9/11 era could lead regulatory dynamic altered contingent on certain pas- reference to past arbitra- to unintended consequences, flight deck jumpseat access senger-load conditions (see tions including final rulings i.e., captain’s authority may be protocols. As a result, in ad- “ALPA Succeeds in Getting in jumpseat-related court diminished unless the captain dition to controlling federal Regulations Amended,” decisions, the FAA has as- stays informed about jump- aviation regulations, the TSA page 29). Because customer serted that PIC authority shall seat requests and is proactive promulgated flight deck service agents initially handle remain “unfettered.” These in fulfilling PIC responsibilities. access restrictions in the form jumpseat requests, a PIC may rulings are now referenced “We are in danger of losing of security directives (SDs) be unaware that an agent in the appendices of the the significant gains we’ve and amendments to airline has denied a potential jump- FARs and specify that to made during the last 50 years operator security programs. seater access, even though even challenge PIC authority if we do not assert our PIC To reduce the effect of regu- the jumpseat is available. In in cases of this nature itself authority,” says F/O Richard lations that severely restricted other cases, an agent might constitutes a violation of Odbert (FedEx Express), ALPA’s flight deck jumpseat access for authorize an offline pilot federal regulations. Jumpseat Council chairman. offline pilots, airlines—with access to a cabin seat without “We have seen some instances input from the FAA, the TSA, notifying the PIC. The answer in which the captain has been ALPA, and other industry FARs and FAA legal The Jumpseat Council’s No effectively removed from partners—collaborated on opinions stipulate that the Pilot Left Behind initiative is the decision-making process designing and implementing PIC maintains the ultimate concerning who is approved to CASS. Odbert notes that while authority to grant access, F/O Richard ride on the flight deck and in CASS was designed to help regardless of seat assignment, Odbert, ALPA’s the cabin.” offline jumpseaters who oc- to any individual relying on Jumpseat Council cupy flight deck jumpseats, an FAR 121.547 to gain access chairman. The issue unanticipated consequence to the aircraft. However, in Immediately after 9/11, the has developed in which some cases, agents have FAA restricted flight deck customer service/gate agents unilaterally “moved” a pilot to jumpseat access to online have sometimes assumed the flight deck to get a paying pilots (i.e., company pilots greater authority than is right- passenger aboard the aircraft. and pilots of wholly owned fully theirs to control flight Captains have a responsibil- subsidiaries) and required all deck access. ity under the regulations to offline jumpseaters to ride in Although application of the ensure that any pilot in the the aircraft cabin. With the CASS process may vary from flight deck jumpseat is autho- advent of the Transportation airline to airline, confusion rized to be there and not to Security Administration (TSA) has stemmed in part from rely solely on the judgment of and its aviation security a TSA-mandated protocol another crewmember. oversight responsibility, a new that barred flight deck access The controlling FARs are
28 Air Line Pilot August 2011 Flight Deck Jumpseat in Canada In Canada shortly after attendant/passenger ratios as October 2010. RAIC and that the pilot-in- the 9/11 attacks, Transport required by Canadian aviation In spite of the approval of command (PIC) confirm Canada (TC) severely regulations (CARs). this exemption, an obstacle to that the government limited access to Canadian While CASS was developed full flight deck jumpseat ac- requirements have been airliners’ flight deck and implemented in the U.S. cess remained because of an met. The PIC’s oversight jumpseats to operating to facilitate flight deck jump- interpretation of the CARs responsibility is the most crewmembers only. This seat access for offline pilots, relating to flight attendant/ critical component of the restriction was gradually no equivalent system was passenger ratios. As a result of approval process. This eased, first with permission available in Canada. However, a concerted, long-term effort newly approved system for a carrier’s own pilots the introduction of the by ALPA’s Ottawa office and is being implemented and those employed by Restricted Area Identification other industry partners, in throughout the airline com- wholly owned subsidiaries Card (RAIC) provided Cana- April 2011 the director general munity in Canada, includ- to occupy the flight deck dian authorities with a of civil aviation approved an ing by all-cargo carriers. jumpseat. Subsequent method to positively establish exemption to Subsection Reciprocal, transborder efforts to restore the flight a pilot’s identity, background 705.104(1) of the CARs, jumpseat access (i.e., pilots deck jumpseat privilege for qualifications, and current clearing the way for airlines in from Canada occupying all offline Canadian pilots employment status. The RAIC Canada to provide flight deck jumpseats of U.S. airliners were hampered for years eventually helped restore jumpseat access to offline and U.S. pilots occupying by a variety of complica- full flight deck jumpseat pilots. The newly approved jumpseats of Canadian tions, including the ability privileges for offline Canadian system requires that the airliners) remains a top to positively establish a pilots when Canada’s director jumpseating pilot present a goal of ALPA. These pilot’s identity and employ- general of civil aviation signed current airline crew identifica- recent accomplishments ment status and resolving an exemption to Section tion card (or other specified represent a positive step issues related to flight 705.27(3) of the CARs in form of identification) and the forward in that effort. intended to help ensure that recent inflight emergency program has tremendously every eligible pilot who needs situations involving ALPA The Air Line reduced the number of a seat on the aircraft gets a pilot groups, jumpseating Pilots Association jumpseating pilots we would seat, whenever possible, in pilots on the flight deck and Succeeds In Getting otherwise leave behind.” accordance with the captain’s in the cabin played a signifi- Regulations The procedure also ensures regulatory discretion and cant role in safely resolving Amended that the PIC is included in authority. these situations. In November 2009, ALPA the decision-making process The Council aims to The Council’s initiatives proposed to TSA policymakers required by the FARs for flight broaden pilots’ awareness of to inform members about that certain TSA flight deck deck access. potential jumpseat problems this subject have included access regulations were nega- Walking back to the tively affecting flight safety and provide them with a a Jeppesen-sized jumpseat and security and that they gate to check for possible simple solution that already guide (which master executive needed to be amended. As a jumpseaters is normally an exists: PIC authority. It means councils may obtain for their direct result, in April 2011 the easy and nonconfrontational proactively taking command pilots), an enhanced Jumpseat TSA amended those policies way to exert PIC authority of the flight deck access Council website (jumpseat. and advised U.S. airline opera- while concurrently enhancing tors that they were authorized process during preflight, at alpa.org), a series of special to allow offline pilots access flight safety and security. The the gate—not waiting for programs being presented at to the flight deck jumpseat, Jumpseat Council, through the process to come to the ALPA’s 2011 Air Safety Forum, following CASS protocols and the No Pilot Left Behind pilot in the cockpit before and amendments to ALPA’s contingent on PIC approval, initiative, encourages all pushback. jumpseat policy. regardless of the aircraft’s ALPA members to adopt this passenger load. Odbert adds that an ad- No Pilot Left Behind practice as schedules and ditional crewmember (ACM) expands on efforts of the duties permit, and to comply in the cockpit always provides Continental Master Executive departure, to check for with federal regulations that “an extra set of eyes and Council Jumpseat Committee. potential jumpseaters,” says require the captain’s review ears from a safety standpoint “We instituted a program Capt. Shannon Smith, former and approval—not just the and an extra set of arms asking captains to walk chairman of the Continental computer’s—of any request and hands from a security back to the gate area, about MEC Jumpseat Committee. for access to the jumpseat.— perspective.” In a number of 15 to 20 minutes before “It’s not foolproof, but this John W. Perkinson, Staff Writer
August 2011 Air Line Pilot 29 OurStories Formula for Success: ALPA Helps Pilot Win Insurance Claim
over the counter; it must be prescribed law degree and an impressive track re- By Jan W. Steenblik by, and followed by, a physician.” cord of helping pilots overturn unfair and Technical Editor At first, James went through a can unjust denials of insurance claims. Pavel n Oct. 21, 2010, a baby boy was every three days. Then, ironically, as he is one of 15 professionals in ALPA’s R&I born into an ALPA family in To- grew, he began consuming a can every Department, which not only supports Oronto, Ontario. The infant’s dad, two days. Now he’s eating a can a day. pilot group master executive councils F/O Tom Day (Jazz), flies Boeing 757s That’s $2,100 per month, and more than during (often prolonged and compli- and Bombardier CRJ-100s, -200s, and $25,000 per year—“totally out of my cated) contract negotiations on R&I -705s. Day and his wife, Jacquie, named ability to pay,” says his father. matters, but also includes an enrolled the baby—their third child—James. Day filed an insurance claim to cover actuary, three benefits attorneys, three Because James was born five weeks the cost of the Neocate, without which senior field representatives, two pension premature, he spent three weeks in a his son could not live. The insurance investment advisors, and six benefits neonatal intensive care unit, being fed company denied the claim. specialists. The breadth and depth of infant formula. After he gained strength, “They basically said, ‘Our policy doesn’t ALPA’s R&I Department is unmatched. he began breastfeeding—and bright red cover infant formula,’” Day recalls. ALPA’s R&I professionals know the blood began appearing in his diapers. The Days repeatedly appealed the voluminous details of pilots’ contracts, Diagnosis: intolerance to milk proteins. insurance company’s denial of their their insurance policies, and local, state, The Days are no strangers to allergies. claim—and were repeatedly denied. provincial, and federal laws that pertain Tom experiences seasonal hay fever; Were they at the end of the road? Not to their area of expertise. Armed with an Jacquie suffers from asthma. The Days’ with the Air Line Pilots Association, Int’l, arsenal of knowledge and experience, second daughter, now 3½, has severe behind them! plus a dedication to their mission, they allergies to sesame, flax, eggs, and dairy help pilots get the benefits they are products. ALPA to the rescue entitled to receive. On the advice of their doctor, the Days Enter Richard Pavel, a senior field repre And that’s just what Pavel did. He switched James to Similac Alimentum, a sentative in ALPA’s Retirement and took the matter on special appeal to a hypoallergenic formula, but his condition Insurance Department, who has both a Canadian consumer protection entity remained serious. “It seems the trace called the Ombudsman for Life and amount of proteins in the Alimentum Health Insurance (OLHI). On April 8, the is still too much for him,” Day noted in OLHI worked out an agreement with the January 2011, when James was three insurance company to make a special months old. “Constant vomiting, skin re- exception to provide coverage for the actions, and phlegm congestion, among Days’ claim—both retroactively and other symptoms, are the result.” prospectively. Tom and Jacquie soon A pediatric allergist prescribed received approximately $3,000 for their Neocate, a formula that contains no previously denied claims. proteins—just amino acids, the building ALPA certainly works hard ALPA certainly works hard for pilot blocks of proteins. groups, and for the airline piloting pro- for pilot groups, and for fession as a whole, but the union also The good news: On Neocate, James the airline piloting has thrived. He still suffers from gastroe- works day in and day out to help indi- sophageal reflux, for which he takes an profession as a whole, but vidual members in sometimes unique adult dose of Prevacid, an antacid, but the union also works day circumstances. the Neocate gives him the nourishment in and day out to help And that often leads to happy end- he needs while circumventing his severe individual members in ings, and messages such as the one Tom intolerance to ingested proteins. Day sent to Richard Pavel on April 8 via sometimes unique circum his iPhone: “Hi, Richard. I just wanted The bad news: Neocate costs about stances. And that often $70 per can. to again sincerely thank you for your “We really didn’t have any other leads to happy endings…. hard work and dedication. Jacquie and I choice,” Day explains. “No other manu- cannot thank you enough. Many, many . com otolia
facturer makes this type of protein-free –F thanks, Tom and Jacquie Day and, of
infant formula. Neocate is not available © olly course, James.” 30 Air Line Pilot August 2011 when do i jump? A second-grade story
hour late following an aircraft I had intended to be in the By Capt. Richard Swindell (Air Wisconsin) swap with rows of impatient class for an hour or so and was MEC Vice Chairman passengers staring at us. It’s a little concerned that I might n February, I scheduled tion and staff as well as every amazing how the day-and- not be able to hold their atten- a day with my youngest kid in the hallway, was thrilled night difference of walking tion that long. I planned to talk Idaughter’s second-grade to have a real airline pilot down an elementary school about the pilot uniform, its teacher to visit the class and visiting the school—although hallway can instill that sense history and importance, and talk about being a pilot— I don’t seem to get the same of professional pride in an then discuss little planes and something we’re all able to do reaction when I show up in instant…but I digress. big planes, using the posters at length and without much jeans and a t-shirt to drop of a couple of C-172s and then preparation. Not only was this her off or pick her up. Must one of a B-737-800. I planned a good opportunity to share be the uniform. Speaking of to follow that up with the the enjoyable aspects of our which, I presume that many charts and a “how to become career with an enthusiastic of us feel a little downtrodden a pilot” session, closing audience, but it was also a about our profession and with cookies and reading of nice break for the teachers, don’t give our uniforms or Angela’s Airplane (by Munsch who, like us, often go unrec- position much thought while & Martchenko)—a cute ognized for the time, effort, trudging through the con- and commitment applied to course dragging 80 pounds Capt. Swindell with their job. of gear only to arrive at members of his For my visit, I took some the departure gate an daughter’s second- flight deck posters, a few grade class. aeronautical charts, and a container full of airplane- shaped cookies that Sidney and I had baked and deco- rated (with the assistance of my wife) the night before. I also ordered some plastic gold wings emblazoned with the school’s name and mascot on them as a special treat at the end of my visit. The wings didn’t cost much, and like the kids’ airline wings of the past (probably one of the greatest sources of airline PR ever devised and discarded), they were an absolute hit—the kids and teachers immedi- ately pinned them on and are still wearing them proudly. My daughter’s class, along with most of the administra-
August 2011 Air Line Pilot 31 short story about a little girl who accidentally takes off So, if you’re down on the industry or the current in something that looks like a King Air 100 and a Fokker state of your career and need a boost, go to your 50 reproduced. However, my kid’s school, or your younger brother’s or sister’s, concerns over their interest or your niece’s or nephew’s, or borrow a friend’s and attention span were soon put solidly to rest, as I child and share with the class the joy and dignity spent the next hour and a of this occupation, read them Angela’s Airplane, half answering a barrage of and let them ask you everything under the sun questions from the combined second grade. I didn’t make it about flying and crashing (they seemed to have to reading the book, and the this macabre fascination with crashing). rapid-fire questions were a veritable assault on my avia- tion knowledge. ful list, my daughter, who sat 3. Dad, tell them about ALPA. enough of my time and there In fact, here are the top 10 (bounced is a better descrip- All three suggestions (and was math to attend to. Sidney questions actually asked: tion) the whole time beaming many others) were genuinely passed out the cookies and 10. Where does the plane’s and trying desperately not to made by her, and that last the wings, and a few photos electricity come from? blurt out answers over the din one was not a joke—she later, I was headed out of the 9. Why do my ears pop before of her classmates’ comments wears an ALPA pin on her school to grab a cup of coffee we hit the ground? and queries in order to share green school blazer and and answer ALPA e-mail, feel- 8. Why does my mom get sick her own extensive aviation thinks we have the greatest ing pretty good about myself. on a plane? knowledge and experiences, job and coolest club on earth. Not a bad morning. 7. What is the wingspan of an kept shouting out suggestions I love her for that enthusiasm. So, if you’re down on the F-14? for me to consider discussing I want a safe, viable career industry or the current state 6. How does a satellite signal with everyone. Here are her that attracts quality individu- of your career and need a get into a GPS? top three suggestions for als from across the country to boost, go to your kid’s school, 5. What would happen if you me to share with the entire carry her anywhere she wants or your younger brother’s put really big wings on a small second grade: to go when she grows up. or sister’s, or your niece’s plane? 1. Dad, tell them I can fly an The standard for the future or nephew’s, or borrow a 4. Can you be a pilot if you’re airplane. of this industry rests with our friend’s child and share with afraid of heights? 2. Dad, show them your expectations and the ability the class the joy and dignity 3. What happens if you run tattoo. to look beyond the here and of this occupation, read them out of gas over the ocean? now, to consider how contract Angela’s Airplane, and let 2. Have you ever flown and legislation choices at them ask you everything through the Bermuda present will affect our collec- under the sun about flying Triangle? tive future. She deserves the and crashing (they seemed to And the No. 1 question opportunity to fly in a safe, have this macabre fascination asked by Indianapolis-area stable, well-regulated industry, with crashing). Leave with a second-graders: and so do the motivated, renewed pride in our profes- 1. Is it better to jump out highly trained pilots who sion, and if you’re not already right before the plane crashes will fly her. ALPA is capable involved, consider jumping or when it’s still up in the air? of delivering that reality, but into volunteerism—ALPA What professional pilot only if you’re a part of it and could use you. wouldn’t want to the oppor- help to deliver it. tunity to answer these astute My second-grade stopover This article was reprinted with and endearing questions? Capt. Swindell explains the ended with the teacher say- permission from The Wiss-key, Now, to augment this delight- complexities of cockpits. ing that they had occupied Volume 4, Issue 2.
32 Air Line Pilot August 2011 We Want Your Photos hare your view from the cockpit in ALPA’s photo contest! Open to any member in good standing, this year’s contest invites you to snap and submit pictures from Sthe line—especially airliners. All photos submitted must be high-resolution digital images. Please submit your photos no later than Sept. 30, 2011, for consideration. And if you submit before Aug. 12, 2011, your photo could be featured on the September cover of Air Line Pilot! Other selected photos may appear on the cover of future Air Line Pilot magazines. Visit www.alpa.org/photocontest for complete details, and good luck!
August 2011 Air Line Pilot 33 HealthWatch Hotel Room Workouts
ties in or near layover hotels workout rooms have By Dr. Quay Snyder, ALPA is a high priority when their stationary bikes and Aeromedical Advisor airlines select layover hotels Stairmaster equip-
ou already know about for their flight crews. But ment, both of which are the importance and what can you do if you’re not excellent aerobic options. If Yconfirmed benefits of staying at one of those? the hotel or a nearby facility maintaining a regular pro- Actually, the options are offers a swimming pool long muscles) and gram of healthy exercise: many. If you do a modest enough for laps, go for it. (2) using stretch • Improved overall health amount of research and care- Walking or jogging up and bands or surgi- (good bone density, a stronger fully experiment to find what down the fire-exit stairwell cal tubing to provide immune system, a healthier works best for you, you can of a tall hotel will give you an resistance. cardiovascular system, less develop an excellent hotel aerobic workout, plus you’ll The FAA Civil Aerospace risk of developing a metabolic room workout that you actu- feel the burn in your hams Medical Institute has produced disease such as diabetes, ally enjoy and that produces while climbing and in an online brochure, “Fit for improved sleep, reduced measurable benefits within a Flight: Developing a Personal depression and anxiety, and few weeks. Fitness Program.” Scan the QR more). A good exercise program code to view the brochure. • Reduced risk of injury during should include aerobic Internet sites on this subject normal activities and sports. (“cardio”) exercise, anaerobic abound; take a look, for ex- • Better quality of life (im- (strength) training using your quads while descending. ample, at www.dailyburn.com proved strength, stamina, weights or some other type of If you’re truly stuck in your and www. sleep, flexibility, and athletic resistance, and stretching for room, doing jumping jacks or exercise. performance). flexibility. using a jump rope can give about.com. • Weight loss/maintenance. you a good aerobic workout. The National • Reduced risk of failing your Bodies in motion Institutes of next aeromedical exam. Aerobic exercise usually is Join the resistance! Health have But you fly for a living, and the easiest to get. Depending Both stretching and strength a variety spend more nights per month on the weather and the training should target all the of links in hotels than at home. How safety and security of your major muscle groups—chest, to exercise information at do you incorporate regular surroundings, you often can upper back, lower back, front http://health.nih.gov/topic/ exercise into life on the road? walk, jog, or run—outdoors, and rear thighs, shoulders, bi- ExercisePhysicalFitness. ALPA local council and in a sheltered parking garage, ceps, triceps, and abdominals. That’s why you brought master executive council in a shopping mall, or on a Stretching generally your laptop or your smart- hotel committees have done gym treadmill. Some hotel doesn’t require any special phone on your trip, right? a great job of mak- equipment. By doing slow, ing sure that progressive stretching rather ALPA members in good having than rapid, bouncing-type standing can get free, workout stretches, you will prevent confidential consultations facili- pulling a muscle. You also and assistance with aero- reduce your risk of back medical certification by injuries from constantly lifting calling ALPA’s Aeromedical oe your flight bags. Office at 303-341-4435, Two excellent types of Monday-Friday, 8:30 a.m. resistance training for travel- to 4:00 p.m. Mountain ers are (1) body-weight Time. Information regard- exercises that put gravity ing FAA policies, medical to good use (for example, conditions, and medica- pushups, chair dips, tions is available at www. and several types of floor AviationMedicine.com. exercises for the abdominal , M ark , © stefanolunardi FOTOLIA: FORD; WILLIAM A. PHOTOS: AND Z S nezana kundric , , G alina B arskaya H erreid ,
34 Air Line Pilot August 2011 For more information on aeromedical issues, scan the QR code.
The Truth Shall Set You Free Myth: You have to exercise to muscle failure to gain strength and endurance. Fact: As a beginner, you’ll gain strength and endurance while slowly increasing the degree of resistance each exercise day—well before you reach the maximum weight for that number of repetitions. Myth: Higher reps with lighter weights or resistance won’t increase strength, just Get Started! endurance. The only way to get stronger is to work to failure in 12 or fewer reps. • Start off slowly—with reps, sets, Fact: Performing a single set of 16–20 reps per exercise, with the last rep difficult to amount of resistance, number complete, will definitely make you stronger—though not as quickly as doing fewer reps of exercises, duration of aerobic with more weight. exercise, and number of days of exercise per week (see “Reps, Sets, Myth: Aerobic exercise has to be continuous for at least 30 minutes to have benefi- and Rest”). cial effects on your cardiovascular system and weight control. • Warm up before stretching. Fact: Recent research has shown that you’ll benefit from even a few 10-minute peri- • Ease into stretches; no bouncing! ods of aerobic exercise spread throughout the day. • Drink plenty of water before, during, and after exercise. • If it hurts, stop. Then apply RICE (rest, ice, compression, elevation). Reps, Sets, and Rest • Cool down with 5–10 minutes of How many reps (repetitions) and sets days. You will gain endurance, strength, and light exercise (for example, walking) should you do—and how many days per connective tissue (tendons and ligaments) after finishing the more strenuous week? that is ready for you to graduate to greater parts of your workout. As a beginner, you should perform the resistance (enough to limit you to 8–12 reps exercises on which you can vary the weight per set) and 2–3 sets per exercise if you or resistance (for example, biceps curls with want to after a few months. stretch bands) for one set of 16–20 repeti- Consider splitting your exercise routine tions, twice a week, for the first two or three into an upper-body workout two days months. Use enough resistance to make the per week (for example, Sundays and last rep difficult. Rest long enough between Wednesdays) and a lower-body workout two sets to catch your breath. different days (for example, Mondays and You won’t gain anything from using Thursdays). On the five days per week you heavier weights or greater resistance, or don’t work on lower-body strength, get some working out more often than every 3–4 aerobic exercise.
If you’re a gym rat, and you’re convinced you need Get a Grip! a big stack of iron plates for FFDOs: Increase your your workout, think again— forearm, hand, and finger and get a good pump with strength—and watch your advanced body-weight groups at the range shrink! exercises. Think you’re The better types of hand tough? Try side planks for exercisers permit working your your obliques. One-arm fingers individually with a variety of pushups for chest, arms, clever and effective exercises. and shoulders. One-legged squats for your legs.
August 2011 Air Line Pilot 35
ShapingHistory ALPA’s 80 Years as Pilot and Go to the Aviation Safety Advocate Source! To learn more about the details of Dave Behncke’s early flying experi- ence and the events that led him to become ALPA’s first president, read the e-version of Flying the Line, Chapter 10, available at www.alpa. “Despite opposition from the “Dave Behncke— org/epubs.—JWP Air Transport Association (ATA hastily formed in 1935 to lobby An American Success Story” rate power structure that Teddy Congress and oppose ALPA), By John Perkinson, Staff Writer Roosevelt had failed to tame, Behncke won battle after battle In this installment of “Shaping History,” excerpts from George Hop- Behncke came to the conclusion in Washington. He secured pas- kins’s Flying the Line examine Dave Behncke’s rise to become ALPA’s that only labor unions provided sage of the ‘pilots’ amendment’ first president and an enduring figure in the Association’s history. the simple justice that working to the Railway Labor Act in “Who was Dave Behncke? To day, which preached the values men needed. So he became a 1936, thus removing the neces- the public at large he was practi- of individualism and hard work. trade unionist….” (Link, sity for any more panicky strike cally unknown, bearing a name Behncke scratched his way up Flying the Line, Volume II) confrontations. The inclusion of so peculiar that many people who from obscurity, became an ‘officer airline pilots under this law, with saw it in the news thought it was and a gentleman,’ founded his “…in late 1928, he got a job its machinery of conciliation and a misprint. Everybody in air trans- own business, went broke, and flying for Boeing Air Transport adjustment boards to hear griev- portation knew who Behncke came up swinging again. John on the Chicago-Omaha run….” ances (originally written in 1926 was, though, and what he had Wayne, in his finest Hollywood (Link) to prevent strikes on the rail- done. They knew Behncke as the fantasy, couldn’t have played roads), was probably Behncke’s obscure United Airlines (UAL) Dave Behncke’s life better than “…Behncke believed the propa- most longstanding achievement. pilot who came out of nowhere to Behncke lived it. Behncke was ganda of that time, which depicted Airline pilots today still benefit forge a labor organization rivaling the living embodiment of the Re- pilots as extraordinary individuals. directly from the provisions of in power the industry’s corporate publican ethos in the 1920s. But He also understood that his fel- this act.” (Link) giants.” (Link) Behncke was not stupid. After low pilots were, at that particular repeated bashings by the corpo- moment in history, ripe for the “By 1938 Behncke could look “Born on May 1, 1897, in a undertaking he had in mind. back with satisfaction on nearly farmhouse near Cambria, Wis., They seemed to understand that a decade of achievement. The David Lewis Behncke’s early the privileged few…were going capstone of his success was the years were similar to those of any to milk this commercial aviation passage of the Civil Aeronautics hardscrabble farmer of German bonanza for all it was worth, and Act of 1938, with its full federal immigrant ancestry.” (Link) ordinary pilots were not included guarantee of wages and working in their plans.” (Link) conditions for airline pilots.” “Young men yearning to fly (Link) but lacking the financial re- “In March 1934 the Cen sources had only one path open tral Executive Coun- “I’d hate to think where we’d be if to them—the U.S. Army…. cil authorized a mail Dave Behncke hadn’t been there Although he was just 16 ballot on the ques- to put it all together.” years old and had only a tion of making —George Douglas, Mr. “V” of smattering of formal ed- Behncke the full- ALPA’s original Key Men ucation, Behncke ran time president away from home, of ALPA. The Solution to this month’s displaying early the response was ALPA sudoku on page 38. steely will that was overwhelm- 7 1 2 4 8 5 9 3 6 to characterize him in ingly in the af- 3 9 4 6 1 7 2 8 5 adulthood.” (Link) firmative. Even 6 8 5 3 2 9 1 7 4 the most uninvolved 9 7 1 2 6 8 5 4 3 “Dave Behncke was airline pilot of 1934 could 4 3 6 9 5 1 8 2 7 a child of the 1920s. He hardly help but appreciate the 5 2 8 7 4 3 6 9 1 bought the whole Republican things Behncke had achieved….” 2 4 9 5 7 6 3 1 8 world view. He believed in the (Link) 8 6 3 1 9 4 7 5 2 1 5 7 8 3 2 4 6 9 conventional wisdom of the
36 Air Line Pilot August 2011 B oeing photo ERIC DAVIS
August 2011 Air Line Pilot 37 ALPA Resources and Contact Numbers National Officers For complete biographical infor- mation on ALPA’s national officers and executive vice presidents, visit
www.alpa.org. Office President’s
Capt. Lee Moak Capt. Sean Cassidy Capt. William Couette Capt. Randy Helling Capt. Tim Canoll President First Vice President Vice President– Vice President–Finance/ Executive Administrator Administration/Secretary Treasurer
Executive Vice Presidents For more information on who executive vice presidents represent, please visit www.alpa. Capt. Bill Bartels Capt. Larry Beck Capt. Joe Fagone F/O Michael Hamilton Capt. Thomas Maxwell Capt. Bill Patterson org/evp. Delta Continental FedEx Express United Alaska, American Eagle, Air Wisconsin, Evergreen, ASTAR, Mesa Air Group, ExpressJet, Hawaiian, Piedmont, Ryan, Island Air, Pinnacle, Trans States Sun Country
F/O Todd Ortscheid Capt. Mark Segaloff Capt. Dan Adamus AirTran, Capital Cargo, Air Transport Int’l, Air Transat, Bearskin, Comair, Compass, North Atlantic Southeast, Calm Air, Canadian American, Spirit Colgan, CommutAir, North, CanJet, First Mesaba, PSA Air, Jazz Air, Kelowna Flightcraft, Wasaya
ALPA Sudoku (© paulspages.co.uk) 7 1 2 4 8 5 9 3 6
Complete the sudoku puzzle so that each column, each row, and each of the 3 9 4 6 1 7 2 8 5 nine 3×3 sub-grids that compose the grid contains all of the digits from 1 to 9. 6 8 5 3 2 9 1 7 4 The solution to this month’s ALPA sudoku can be found on page 36. 9 7 1 2 6 8 5 4 3 Too easy, too difficult? Tell us what you think. E-mail [email protected]. 4 3 6 9 5 1 8 2 7
5 2 8 7 4 3 6 9 1
2 4 9 5 7 6 3 1 8
8 6 3 1 9 4 7 5 2
1 5 7 8 3 2 4 6 9
38 Air Line Pilot August 2011 ALPA Resources and Contact Numbers
ALPA Information Membership Numbers Services The following ALPA resources may be To obtain membership account information or reached by e-mail or by dialing, toll-free, to update your records or your postal or e-mail Director of Communications 1-888-359-2572 (1-888-FLY-ALPA). Once address via the Internet, go to the My ALPA Marie Schwartz connected, dial the last four digits of the area of Crewroom.alpa.org; or dial the toll-free Editor Sharon B. Vereb number listed below. number 1-888-359-2572 (1-888-FLY-ALPA) and Technical Editor Jan W. Steenblik Accident Investigation ([email protected]) choose menu option 3. Associate Managing Editor Susan Fager 703-689-4312 Listed below are the telephone numbers Accounting and Finance ([email protected]) of MEC offices. Design and Production Editor William A. Ford 703-689-4144 AirTran–ATN MEC 404-763-5165 Staff Writer John Perkinson Air Line Pilot ([email protected]) Air Transat–TSC MEC 1-888-337-2033 Contributing Writer/Special Projects Molly Martin 703-481-4460 Air Transport International–ATI MEC Motion Graphics Specialist Eric Davis 505-263-8838 ALPA main number 703-689-2270 Web Coordinators Cicely Jenkins, ALPA‑PAC 202-797-4033 Air Wisconsin–ARW MEC 757-754-7687 Chris Weaver Alaska–ALA MEC 206-241-3138 ASPEN 703-689-4220 American Eagle–EGL MEC 817-685-7474 Air Line Pilot is not responsible for unsolicited Balloting ([email protected]) 703-689-4173 manuscripts, photographs, or other materials. Unso- ASTAR Air Cargo–DHL MEC licited materials will be returned only if submitted Cashiering ([email protected]) 859-282-1475 with a self-addressed, stamped envelope. Opinions 703-689-4385 expressed by authors do not necessarily represent *ATA–ATA MEC 773-284-4910 official ALPA position or policy. Communications ([email protected]) Atlantic Southeast–ASA MEC 404-209-8566 Subscriptions: Subscription rate for pilot members, 703-481-4440 Bearskin–BRS MEC 807-628-5683 $25, included in ALPA membership dues; for stu- Computer help line ([email protected]) Calm Air–CMA MEC 204-471-1000 dents, $37; for U.S. nonmembers, $50; for foreign, 703-689-4357 $65. Residents of the state of Washington must Canadian North–CNP MEC 780-718-6012 add 8.8 percent sales tax. To subscribe online go to Council Services ([email protected]) CanJet–CJA MEC 1-800-959-1751 www.alpa.org/subscriptions or call 703-481-4460. 703-689-4311 Capital Cargo–CCI MEC 256-289-0428 To request address changes, call 703-481-4460. Colgan Air–CJC MEC 310-707-3510 Address Changes for Members Only: Disciplinary and discharge 703-689-4226 E-mail to [email protected]. Comair–CMR MEC 859-282-9016 Economic and Financial Analysis Air Line Pilot is printed in the ([email protected]) 703-689-4289 CommutAir–CMT MEC 440-985-8579 United States and published for Compass–CPZ MEC 952-853-2373 professional airline pilots in the United States and Election dates LEC/MEC 703-689-4212 Canada who are members of the Air Line Pilots Continental–CAL MEC 281-987-3636 Engineering and Air Safety ([email protected]) Association, International. 703-689-4200 Delta–DAL MEC 404-763-4925 ALPA Headquarters: 1625 Massachusetts Ave., NW, Evergreen–EIA MEC 503-474-3880 Washington, DC 20036 FAA legal actions 703-689-4226 ExpressJet–XJT MEC 281-987-3636 Postmaster: Send address changes to Air Line Pilot, Government Affairs FedEx Express–FDX MEC 901-752-8749 PO Box 1169, Herndon, VA 20172-1169. ([email protected]) 202-797-4033 First Air–FAB MEC 1-877-459-3272 Canadian Publications Mail Agreement #40620579: Return undeliverable magazines sent Human Resources Freedom–MAG MEC 602-306-1116 to Canadian addresses to B & M Mailing Services ([email protected]) 703-689-4262 Hawaiian–HAL MEC 808-836-2572 Limited, 35 Van Kirk Drive, Unit 15, Brampton, ON L7A1A5. E-mail: [email protected]. Information Technology and Services Island Air–AIS MEC 808-838-0188 ([email protected]) 703-689-4223 Jazz–JAZ MEC 1-800-561-9576 Other Organizations Legal ([email protected]) 202-797-4096 Kelowna Flightcraft–KFC MEC ALPA Aeromedical Office 303-341-4435 703-689-4326 250-878-7950 ALPA Federal Credit Union 1-800-747-2349 Membership Services ([email protected]) Mesa–MAG MEC 602-306-1116 ALPA Accident/Incident Hotline 1-888-359-2572 (1-888-FLY-ALPA), Mesaba–MSA MEC 952-853-2389 option 3 If you are involved in an accident, incident, or alleged *Midwest –MEA MEC 508-360-3112 violation of a federal aviation regulation, contact your local or central air safety chairman, regional safety IT Operations and Services ([email protected]) North American–NAA MEC 732-778-6969 703-689-4245 chairman, or the worldwide ALPA accident/incident Piedmont–PDT MEC ASPEN, ext. 3274 hotline at 202-797-4180 (collect calls are accepted) for Organizing 703-689-4179 Pinnacle–PCL MEC 901-527-0355 an immediate response 24 hours per day. As a backup number, call 703-892-4180. Publishing Services ([email protected]) PSA–PSA MEC 603-674-9683 To report a safety problem or airspace system defi 703-689-4185 Ryan–RYN MEC 1-800-292-ALPA ciency, call 1-800-424-2470 or e-mail [email protected]. Purchasing ([email protected]) Spirit–SPA MEC 765-481-9033 703-689-4319 Sun Country–SCA MEC 952-853-2393 2011 EBCB Schedule The Association’s Election and Ballot Certification Representation ([email protected]) Trans States–TSA MEC 610-805-5387 Board’s schedule for counting ballots is August 703-689-4375 United–UAL MEC 847-292-1700 10, September 12, October 11, November 10, and December 12. Real Estate ([email protected]) Wasaya–WSG MEC 807-627-9443 Any ALPA member in good standing may be present 703-689-4105 as an observer during any meeting. Contact the Asso- Retirement and Insurance ([email protected]) ciation’s Membership and Council Services Department *Pilot group in custodianship for scheduling. 703-689-4115 System Board 703-689-4226
August 2011 Air Line Pilot 39 Have You Moved? Please call Membership Services at 1-888-359-2572, or e-mail your new address to [email protected], or clip out this form—along with the mailing label on the left—and send it to: ALPA Membership Services PO Box 1169, Herndon, VA 20172-1169 Name______Member #______Airline______New address______Apt.______City______State______Zip______
40 Air Line Pilot August 2011