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Cockpit Image Recorders: a Picture Is Worth a Thousand Words
Cockpit Image Recorders 1051 t1152111 2005, CCH INCORPORATED. All Rights Reserved. Reprinted with permission from "Issues in Aviation Law and Policy." Cockpit Image Recorders: A Picture Is Worth a Thousand Words by David E. Rapoport and Paul D. Richter May 2005 Everywhere we go our moves are randomly recorded, but sug- gest a video camera be placed in the cockpit of an aircraft, a pilot's workplace, and watch out! The pilot unions immediately switch off the auto-pilot and begin complaining how this would be a clear and abominable violation of their members' privacy rights. Do bankers, gas station attendants, convenience store clerks, jailers, blackjack dealers and doormen colnplain about cameras in their workplaces? Would we listen if they did? For the last four years, the U.S. National Transportation Safety Board's (NTSB) goal of putting video cameras in the cockpits of large commercial jets has been frustrated, in large part, by the efforts of the major pilot unions. This article will review the efforts by the NTSB and others to require video cameras in the cockpits of large transport category aircraft, discuss the arguments for and against this proposal, and conclude the time has coine for the Federal Aviation Administration (FAA) to put safety first and follow the NTSB's five-year-old recommendation that it mandate video cameras in the cockpit. Cockpit Video Image Recorders Are Now on the NTSB's "Most Wanted" List The NTSB, an independent Federal agency, is charged by Congress with investigating every civil aviation accident in the United States.' The NTSB's primary function is to promote safety Issues in Aviation Law and Policy 1052 Aviation Safety/Security it1 tran~portation.~Since inception, the NTSB has investigated more than 124,000 aviation accidents. -
Middle-East Connected Anti-American Terror Attacks
Special Section: September 11, Background and Consequences for the Middle East MIDDLE-EAST CONNECTED TERROR ATTACKS ON AMERICANS *Compiled by Caroline Taillandier Notice: (+) indicates that Americans were killed or wounded in the described attack, though the intended aim most likely was not specifically to harm Americans. 1970: main airport, killing 26 and wounding 78 +February 23, 1970--Halhoul, West Bank people. Many of the casualties were American Barbara Ertle of Granville, Michigan was citizens, mostly from Puerto Rico. killed during a PLO shooting attack on a busload of pilgrims in Halhoul, a village near +September 5, 1972--Munich, Germany Hebron. Two other Americans were wounded During the Olympic Games in Munich, in the attack. Black September, a front for Fatah, took hostage 11 members of the Israeli Olympic March 28-29, 1970--Beirut, Lebanon team. Nine athletes were killed including The Popular Front for the Liberation of weightlifter David Berger, an American-Israeli Palestine (PFLP) fired seven rockets against from Cleveland, Ohio. American targets in Beirut -- the U.S. Embassy, the American Insurance Company, Bank of 1973: America and the John F. Kennedy library. The March 2, 1973--Khartoum, Sudan attacks were in retaliation “for plans of the Cleo A. Noel, Jr., U.S. ambassador to United States Embassy in Beirut to foment Sudan, and George C. Moore, also a U.S. religious strife and create civil massacres in diplomat, were held hostage and then killed by Lebanon aimed at paralyzing the Palestinian terrorists at the U.S. Embassy in Khartoum. It resistance movement,” according to a PFLP seems likely that Fatah was responsible for the statement. -
Seismic Activity and Air Traffic Safety
Seismic activity and air traffic safety M. Kovalyov Once is an accident, twice is a coincidence, three times is a pattern. Ian Fleming. It has been almost two years since the tragic crash of Germanwings Flight 9525. The cause of the crash was ruled to be co-pilot’s suicide. A huge media frenzy followed the announcement with numerous ’experts’ in aviation, psychology, and every other imaginable field offering their analysis and advice. What has not been mentioned by the media is that the crash was only one of at least six mysterious airplane crashes in the same geographical region: 1) Germanwings Flight 9525 crashed on March 24, 2015 at 9:41 at 44:28oN; 6:44oE 1,2 . After an unprecedentedly short investigation of less then two days3,4 , it was announced that the mentally sick 28-year-old co-pilot Andreas Lubitz barricaded himself inside the cockpit and deliberately rammed the plane into the Alps. But why would the physically fit and smiling 28-year old co-pilot running marathon(s), as shown on the Internet pictures, who just purchased a brand new car, commit suicide? Those who knew him insisted Lubitz was not suicidal5. Many witnesses reported explosion and smoke before the plane plunged into the Alps and debris was found upstream from the crash site suggesting that at least one piece of fuselage had "been detached from the aircraft before impact"6; which can only happen if the plane exploded in the air. 2) Air France Flight 178 crashed on September 1, 1953 at 23:30 Paris time at practically the same place as the previous flight at 44:29oN; 6:7oE 7 amidst violent storms after "the flight had deviated from the planned course for unknown reasons". -
The Collapse of DOHSA's Historic Application to Litigation Arising from High Seas Commercial Airline Accidents, 65 J
Journal of Air Law and Commerce Volume 65 | Issue 4 Article 7 2000 Flying over Troubled Waters: The olC lapse of DOHSA's Historic Application to Litigation Arising from High Seas Commercial Airline Accidents Jad J. Stepp Michael J. AuBuchon Follow this and additional works at: https://scholar.smu.edu/jalc Recommended Citation Jad J. Stepp et al., Flying over Troubled Waters: The Collapse of DOHSA's Historic Application to Litigation Arising from High Seas Commercial Airline Accidents, 65 J. Air L. & Com. 805 (2000) https://scholar.smu.edu/jalc/vol65/iss4/7 This Article is brought to you for free and open access by the Law Journals at SMU Scholar. It has been accepted for inclusion in Journal of Air Law and Commerce by an authorized administrator of SMU Scholar. For more information, please visit http://digitalrepository.smu.edu. FLYING OVER TROUBLED WATERS: THE COLLAPSE OF DOHSA'S HISTORIC APPLICATION TO LITIGATION ARISING FROM HIGH SEAS COMMERCIAL AIRLINE ACCIDENTS JAD J. STEPP* MICHAEL J. AUBUCHON** TABLE OF CONTENTS 1. INTRODUCTION .................................. 807 II. D O H SA ............................................ 809 A. THE STATUTE ................................... 809 B. LEGISLATIVE HISTORY ........................... 810 III. TRANS WORLD AIRLINES FLIGHT 800 LITIGATIO N ....................................... 811 A. INTRODUCTION ................................. 811 B. BACKGROUND ................................... 811 C. MOTION TO DISMISS NONPECUNIARY DAMAGES- SDNY's DECISION ............................... 811 D. -
Air Travel Consumer Report
U.S. Department of Transportation Air Travel Consumer Report A Product Of The OFFICE OF AVIATION ENFORCEMENT AND PROCEEDINGS Aviation Consumer Protection Division Issued: November 2016 1 Flight Delays September 2016 1 Mishandled Baggage September 2016 January - September 2016 1 3rd. Oversales Quarter 2016 January - September 2016 2 Consumer Complaints September 2016 (Includes Disability and January - September 2016 Discrimination Complaints) Customer Service Reports to the Dept. of Homeland Security3 September 2016 Airline Animal Incident Reports4 September 2016 1 Data collected by the Bureau of Transportation Statistics. Website: http://www.bts.gov 2 Data compiled by the Aviation Consumer Protection Division. Website: http://www.transportation.gov/airconsumer 3 Data provided by the Department of Homeland Security, Transportation Security Administration 4 Data collected by the Aviation Consumer Protection Division 2 TABLE OF CONTENTS Section Section Page Page Flight Delays (continued) Introduction Table 11 24 2 List of Regularly Scheduled Flights with Tarmac Flight Delays Delays Over 3 Hours, By Carrier Explanation 3 Table 11A 25 Table 1 4 List of Regularly Scheduled International Flights with Overall Percentage of Reported Flight Tarmac Delays Over 4 Hours, By Carrier Operations Arriving On Time, by Carrier Table 12 26 Table 1A 5 Number and Percentage of Regularly Scheduled Flights Overall Percentage of Reported Flight With Tarmac Delays of 2 Hours or More, By Carrier Operations Arriving On Time and Carrier Rank, Footnotes 27 by Month, -
Strict Liability for International Aviation Disasters
AVIATION LAW Asiana Airlines Flight 214, Malaysia Airlines Strict Liability Flight 370 and Flight 17 for International By Jonathan S. Ziss Aviation Disasters Under the applicable Within a span of just eight months, the international international treaties, aviation community experienced the tragic loss of three the only way in which large commercial aircraft resulting in hundreds of deaths either Asiana or Malaysia and injuries. Last July, Asiana Airlines Flight 214 crash- landed in San Francisco. Malaysia Airlines took off from Seoul’s Incheon International Airlines could escape Flight 370 quite literally was lost—disap- Airport, about 30 minutes later than sched- pearing from radar and presumably ending uled. The weather was clear as the Boeing liability is by proving in disaster. And shortly before this article 777 began its planned 10-hour voyage to went to press, Malaysia Airlines Flight 17 San Francisco International Airport. Four that these accidents was shot out of the sky by a missile over crewmembers, 12 flight attendants, and 291 Eastern Ukraine, and area in which mili- passengers were on board the plane, which were caused solely by tary forces are engaged in active aggression. had accumulated 36,000 flight hours since While technical and forensic investiga- its first voyage in February 2006. the neglect of other tions continue in all three instances, the The flight itself was uneventful. Accord- legal framework for liability is already well ing to the National Transportation Safety parties and that the developed. This article will review these Board (NTSB), as the plane began its tragic events and will explain the unique descent into San Francisco the autopi- respective airlines took legal environment in which liability claims lot was switched off, and Flight 214 was are made in the aftermath of an interna- cleared for a visual approach. -
Bowles Verna
BOWLES &V ERNA LLP Bowles & Verna LLP Aviation Disaster Cases Bowles & Verna, LLP has over 30 years of experience in aviation litigation. In just the past 10 years, we have been involved in nearly every major international aviation crash and have generated over $150,000,000 in settlements and verdicts. Below is a sampling of recent aviation cases in which Bowles & Verna, LLP has been involved: Commercial Aviation Accidents • May 9, 2012—Sukhoi Superjet 100-95 crashes into Mount Salak near Jakarta, Indonesia, while on a demonstration flight. All 37 passengers onboard were killed. • July 28, 2010—Airblue Flight 202 (Airbus A321-231) crashes upon approach to Benazir Bhutto International Airport in Pakistan in dense fog and heavy monsoon rain, killing 146 passengers and 6 crew members. • June 1, 2009--Air France Flight 447 (Airbus 330-200) crashes over the mid-Atlantic while at altitude en route to Paris, France from Rio de Janiero, Brazil in poor weather due to malfunctions in the aircraft’s “fly by wire” computer system and defective input probes, killing all 228 on board. • August 24, 2008—Spanair Flight JK5022 (MD-82) crashes on takeoff from the Madrid-Barajas Airport in Spain due to a defective take off warning system (TOWS) that failed to alert the crew that the aircraft was not in the proper configuration. 154 were killed. • June 10, 2008—Sudan Airways Flight 109 (Airbus 310) crashes upon landing at Khartoum International Airport upon arriving from Amman, Jordan in poor weather conditions, killing 30 and seriously injuring 160 others on aboard. • September 16, 2007—One Two Go Airlines Flight 269 (MD 82) crashes while attempting to land at Phuket International Airport en route from Bangkok, Thailand, in poor weather, killing 90 and seriously injuring 40 passengers and crew. -
Egypt-United States Relations
Order Code IB93087 CRS Issue Brief for Congress Received through the CRS Web Egypt-United States Relations Updated August 20, 2003 Clyde R. Mark Foreign Affairs, Defense, and Trade Division Congressional Research Service ˜ The Library of Congress CONTENTS SUMMARY MOST RECENT DEVELOPMENTS BACKGROUND AND ANALYSIS Egypt-U.S. Relations Historical Background U.S. Interests in Egypt U.S. Policy Toward Egypt Role of Congress in Egyptian-U.S. Relations Issues in Egyptian-U.S. Relations Iraq Arab-Israel Peace Process Relations with Israel Human Rights Saad al-Din Ibrahim Coptic Christians Democracy Economic Issues Economic Reforms Previous Issues EgyptAir Flight 990 Militant Islamic Movement in Egypt Shaikh Umar Abd al-Rahman U.S. Foreign Assistance to Egypt U.S. Economic Assistance U.S. Military Assistance Military Cooperation U.S.-Egyptian Military Industrial Cooperation “Bright Star” and other Joint Military Operations “Desert Storm” Bases IB93087 08-20-03 Egypt-United States Relations SUMMARY U.S.-Egyptian relations are tied to main- The United States has provided Egypt taining regional stability, improving bilateral with an annual average of over $2 billion in relations focused on Egyptian economic economic and military foreign assistance since development and military cooperation, devel- 1979. The United States will reduce Economic oping Egypt’s democracy, sustaining the Support Funds (ESF) to about $400 million March 1979 Egyptian-Israeli peace treaty, and per year by 2008 in keeping with a plan to continuing U.S. foreign assistance to Egypt. reduce aid to Israel. The Administration Experience gained from Egyptian-U.S. joint requested $575 million in economic grants military exercises proved valuable in easing and $1.3 billion in military grants for FY2004 coordination during the February 1991 Desert for Egypt. -
76812 United Airlines.Indd C-10 6 8 1 2 U N I T E D
United Airlines, Time to Fly “Together” Analia Anderson, Derek Evers, Velislav Hristanov, Robert E. Hoskisson, Jake Johnson, Adam Kirst, Pauline Pham, Todd Robeson, Mathangi Shankar, Adam Schwartz, Richard Till, Craig Vom Lehn, Elena Wilkening, Gail Christian / Arizona State University United Airlines, formerly the wholly owned prin- Strong demand for air travel followed during cipal subsidiary of UAL Corporation, has experi- the post World War II economic boom that swept enced a significant amount of turbulence in its more the United States. In response, United expanded its than 80-year history. From its inception in 1926 workforce, acquired new routes, and purchased it has weathered many storms including mergers, the company’s first jet aircraft.3 On June 1, 1961, acquisitions, war, the Depression, strikes by labor United merged with Capital Airlines, then the fifth- unions, buyout and takeover attempts, terrorist largest air transport company in the United States, attacks, and bankruptcy. The most recent major and formed the world’s largest commercial airline. challenge to United and the global air transporta- In 1968, United’s stockholders approved the for- tion industry has been the global economic reces- mation of UAL, Inc., as a holding company, with sion. Then in October 2010, United Airlines joined United as a wholly owned subsidiary. with Continental Airlines in a merger that created The next 20 years were turbulent times for the the world’s largest airline, with more than 80,000 company and tested not only United, but also the employees. UAL Corporation changed its name entire airline industry. The company had six differ- to United Continental Holdings, Inc., with corpo- ent presidents between 1970 and 1989. -
1997-2015 Update to FAA Historical Chronology: Civil Aviation and the Federal Government, 1926-1996 (Washington, DC: Federal Aviation Administration, 1998)
1997-2015 Update to FAA Historical Chronology: Civil Aviation and the Federal Government, 1926-1996 (Washington, DC: Federal Aviation Administration, 1998) 1997 January 2, 1997: The Federal Aviation Administration (FAA) issued an airworthiness directive requiring operators to adopt procedures enabling the flight crew to reestablish control of a Boeing 737 experiencing an uncommanded yaw or roll – the phenomenon believed to have brought down USAir Flight 427 at Pittsburgh, Pennsylvania, in 1994. Pilots were told to lower the nose of their aircraft, maximize power, and not attempt to maintain assigned altitudes. (See August 22, 1996; January 15, 1997.) January 6, 1997: Illinois Governor Jim Edgar and Chicago Mayor Richard Daley announced a compromise under which the city would reopen Meigs Field and operate the airport for five years. After that, Chicago would be free to close the airport. (See September 30, 1996.) January 6, 1997: FAA announced the appointment of William Albee as aircraft noise ombudsman, a new position mandated by the Federal Aviation Reauthorization Act of 1996 (Public Law 104-264). (See September 30, 1996; October 28, 1998.) January 7, 1997: Dredging resumed in the search for clues in the TWA Flight 800 crash. The operation had been suspended in mid-December 1996. (See July 17, 1996; May 4, 1997.) January 9, 1997: A Comair Embraer 120 stalled in snowy weather and crashed 18 miles short of Detroit [Michigan] Metropolitan Airport, killing all 29 aboard. (See May 12, 1997; August 27, 1998.) January 14, 1997: In a conference sponsored by the White House Commission on Aviation Safety and Security and held in Washington, DC, at George Washington University, airline executives called upon the Clinton Administration to privatize key functions of FAA and to install a nonprofit, airline-organized cooperative that would manage security issues. -
Archived Content Information Archivée Dans Le
Archived Content Information identified as archived on the Web is for reference, research or record-keeping purposes. It has not been altered or updated after the date of archiving. Web pages that are archived on the Web are not subject to the Government of Canada Web Standards. As per the Communications Policy of the Government of Canada, you can request alternate formats on the "Contact Us" page. Information archivée dans le Web Information archivée dans le Web à des fins de consultation, de recherche ou de tenue de documents. Cette dernière n’a aucunement été modifiée ni mise à jour depuis sa date de mise en archive. Les pages archivées dans le Web ne sont pas assujetties aux normes qui s’appliquent aux sites Web du gouvernement du Canada. Conformément à la Politique de communication du gouvernement du Canada, vous pouvez demander de recevoir cette information dans tout autre format de rechange à la page « Contactez-nous ». CANADIAN FORCES COLLEGE / COLLÈGE DES FORCES CANADIENNES CSC 31 / CCEM 31 EXERCISE/EXERCICE NEW HORIZONS THE CASE FOR COCKPIT VIDEO RECORDERS By / par LCol K.J. Saladana This paper was written by a student attending La présente étude a été rédigée par un stagiaire the Canadian Forces College in fulfilment of one du Collège des Forces canadiennes pour of the requirements of the Course of Studies. satisfaire à l'une des exigences du cours. The paper is a scholastic document, and thus L'étude est un document qui se rapporte au contains facts and opinions which the author cours et contient donc des faits et des opinions alone considered appropriate and correct for que seul l'auteur considère appropriés et the subject. -
Aerosafety World September 2016
FACING THE ISSUES BARS Audits Pinpoint Weaknesses ADVANCING AWARENESS Updating AOA Displays GOING ROGUE The Intentional Crash Phenomenon UNHEEDED WARNINGS ICE-INDUCED STALL DOWNS PHENOM THE JOURNAL OF FLIGHT SAFETY FOUNDATION SEPTEMBER 2016 IS THERE SAFETY IN NUMBERS? ABSOLUTELY G 7 decades G 150 countries G 1,100 members G 1st — International Air Safety Summit — Civil aviation accident workshop — Pilot safety global reporting system — Worldwide distribution of malfunction reports — BARS O shore Helicopter Standard G 30 ALAR regional workshops G 100+ issues of AeroSafety World since 2006 G 350 BARS audits completed G 40 awards of excellence G 30+ industry collaborations G 4 annual Air Safety Summits JOIN TODAY ightsafety.org MembershipAd2016.indd 1 4/19/16 9:12 PM PRESIDENT’SMESSAGE Coming Soon ater this fall, we will be launching a We understand that time is critical in The website also will be linked to new Flight Safety Foundation web- today’s fast-paced operating environment, our new membership database. A single site <flightsafety.org> that incorpo- and that safety professionals don’t want to sign-on will get FSF members immedi- rates the best of AeroSafety World be scouring the internet for useable news ate access to all of our latest content and Lin a redesigned format for internet-only and information. With that in mind, our member-focused communication, plus distribution to each reader’s preferred new website also will feature a federated tools to renew their membership and digital device. This will better serve our search engine that will enable users to to more easily register for our industry- members and more effectively dissemi- simultaneously find and retrieve their leading safety summits and seminars.