It is official.  I declare that Air New Zealand is the most fun airline on this planet.  You ask why?  Check this video below and you will agree with me wholeheartedly.  Always known for pushing the envelope, Air New Zealand packaged an important safety message into a well-made hobbit themed video that is not only fun to watch but also compelling enough to get you to pay attention.  For this brand new Hobbit inspired Safety Video, Air NZ partnered with WETA Workshop and it features cameo appearances including Sir Peter Jackson. What’s better?  Visit http://www.airnzcode.com/hobbitmovie to Find and Unlock the Elvish Code for your chance to win one of six double passes to the World Premiere Screening of The Hobbit: An Unexpected Journey in New Zealand on the 28th of November 2012

I’ve not had a chance to fly #airnzhobbit but one of these days I’ll definitely do so to experience the fun. Oh, why can’t the other airlines take a leaf (or two) from #airnz and do such creative infusion into their drab and stale “professional looking” safety briefings. “If you need little more inflation, blow into your mouth piece..” LOL.

[yframe url=’http://www.youtube.com/watch?v=cBlRbrB_Gnc&hd=1′]

Related articles

• The Hobbit: Watch Air New Zealand’s Middle Earth-inspired in-flight safety video
• WATCH: Air New Zealand Gets Some Help From The Hobbit
• New In-Flight Safety Video! Air New Zealand Goes Hobbit-Style
• Air New Zealand Has A Hobbit Makeover
• WATCH: Hobbit In-Flight Safety Video
• Top gong for Air New Zealand

(Source:  XKCD via Gizmodo)

The very first comment on Gizmodo for this article says ” The TSA checkpoints are staffed primarily by those who were under-qualified to seat people at IHOP”.. Damnnn! TSA should take a note of this soon and get on some image/brand control. BTW, I love this site XKCD, which identifies itself correctly as the webcomic of romance, sarcasm, math, and language. They sure got some really awesome stuff that will make you chuckle!

(Source: NPR)

NPR’s three part special series titled ” Flight Mechanics: The Business of Airline Repairs” examines the industry practices to cut costs and how they  are battling to survive the economic downturn.  The short blurb of the special report says “Recent maintenance mistakes raise questions about a growing practice at U.S. airlines: Since an economic crisis began shaking the industry in 2002, most major airlines have stopped repairing and overhauling most of their own planes. Instead, they are sending the planes to be fixed for less money by private repair companies — often in developing countries.” Here is an (Text and Audio) excerpt from Part 2 of the three-part series.

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“Shortly before sunrise on Jan. 23, 2009, passengers on US Airways Flight 518, who were flying from Omaha to Phoenix, were startled by a terrifying shriek.

The pressure seal around the main cabin door was failing, and that shriek was the sound of air leaking through. The plane diverted to Denver. Everybody was safe.

In the weeks before the door seal started to fail, US Airways had sent that Boeing 737 to be overhauled at Aeroman, a repair company in El Salvador. And mechanics installed a key part on the door — a “snubber” — backward.

Source: FAA Inspector General, Aeronautical Repair Station Association Credit: NPR

But that was before 2002 — when US Airways filed for bankruptcy, American Airlines slashed flights, and other airlines teetered at the brink. Since then, airlines have been trying to survive by cutting back on any expenses they can control — including the little bags of peanuts.

One of the biggest areas airlines can cut costs is maintenance. Consider this: If an airline fixes its own planes in the U.S., it spends up to $100 per hour for every union mechanic, including overhead and other expenses, according to industry analysts. The airline spends roughly half as much at an independent, nonunion shop in America. And it spends only a third as much in a developing country, such as El Salvador.

Since the airline crisis hit seven years ago, the statistics have flip-flopped: The industry is now sending most of its planes to be overhauled and fixed at private repair shops both in the U.S. and overseas. And roughly 20 percent of planes are going to facilities in developing countries, according to industry surveys.

Industry analysts say there are roughly 700 FAA-approved repair companies in other countries — including repair shops in Argentina, Costa Rica, Ethiopia, Kenya, China and Indonesia. The Aeroman company in El Salvador is becoming one of the more popular, drawing business from US Airways, JetBlue, Frontier, Southwest and other U.S. carriers.

The way the system works, the airlines fly empty planes needing an overhaul to Aeroman’s hangars at the international airport near the capital, San Salvador. Salvadoran mechanics strip the inside of the plane down to the bare metal. They fix cracks and rust and bad wiring. Then they put everything back together, and the plane is flown back to the U.S.

When people hear that U.S. airlines are getting their planes fixed in developing countries, they often raise their eyebrows and ask, “Should I worry?”

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Part I – To Cut Costs, Airlines Send Repairs Abroad: Recent malfunctions affecting US Airways planes raise questions about a controversial and growing practice at most U.S. airlines: The industry is sending almost 1 out of every 5 planes needing overhaul or repair to developing countries, from Central America to Asia.

Part II – Crossed Wires: Flaws In Airline Repairs Abroad: Mechanics have made some mistakes fixing US Airways planes at an FAA-approved facility in El Salvador. Industry executives and the FAA say the maintenance work is just as safe as any work done in the U.S. But airlines and the FAA don’t make maintenance problems public.

Part III – Bucking Trend, Airline Keeps Repairs In-House: As many major U.S. airlines shift their repair and maintenance work to outside firms, American Airlines is taking a different approach. The airline has its own crew of 6,000 mechanics based in Tulsa, Okla., who service its fleet and even contract for outside business.

Click here to read/listen the entire series. Don’t forget to check the interactive map while you are reading the special report.

(Source: Rediff & Economictimes)

A pilot and the member of a cabin crew were injured when they scuffled with each other mid-air on Air India’s flight from Sharjah to Lucknow on Saturday morning.

“A pilot and a cabin crew of Air India’s IC-884 Sharjah-Lucknow-Delhi flight were injured after they had a scuffle over some issues mid-air,” an airline official told PTI.

The incident took place at around 0430 hours when the flight was over Pakistan, he said adding the flight with 106 passengers and seven crew member had left for Lucknow at 0035 hours Sharjah time.

The flight reached Lucknow at 0600 hours where the matter was reported. The airline management has de-rostered the pilot and the cabin crew member till the investigation into the incident was over.

Click here to read the entire article.

(Source: U.S. GAO)

Image Courtesy: GAO

The air cargo industry contributed over $37 billion to the U.S. economy in 2008 and provides government, businesses, and individuals with quick delivery of goods. Although part of an aviation system with an extraordinary safety record, there have been over 400 air cargo accidents and over 900 incidents since 1997, raising concerns about cargo safety.

GAO’s congressionally requested study addresses:

(1) recent trends in air cargo safety,

2) factors that have contributed to air cargo accidents,

(3) federal government and industry efforts to improve air cargo safety and experts’ views on the effectiveness of these efforts, and

(4) experts’ views on further improving air cargo safety.

To perform the study, GAO analyzed agency data, surveyed a panel of experts, reviewed industry and government documents, and interviewed industry and government officials. GAO also conducted site visits to Alaska, Ohio, and Texas.

From 1997 through 2008, 443 accidents involving cargo-only carriers occurred, including 93 fatal accidents. Total accidents declined 63 percent from a high of 62 in 1997 to 23 in 2008. Small cargo carriers were involved in the vast majority of the accidents–79 percent of all accidents and 96 percent of fatal accidents. Although accident rates for large cargo carriers fluctuated during this period, they were comparable to accident rates for large passenger carriers in 2007.

GAO could not calculate accident rates based on operations or miles traveled for small carriers because the Federal Aviation Administration (FAA) does not collect the necessary data. Although several factors contributed to these air cargo accidents, our review of National Transportation Safety Board (NTSB) data found that pilot performance was identified as a probable cause for about 80 percent of fatal and about 53 percent of non-fatal cargo accidents.

Furthermore, GAO’s analysis of NTSB reports for the 93 fatal accidents, using an FAA flight-risk checklist, identified three or more risk factors in 63 of the accidents. Risk factors included low pilot experience, winter weather, and nighttime operations. Alaska’s challenging operating conditions and remotely located populations who rely on air cargo are also a contributing factor. Many federal efforts to improve air cargo safety focus on large carriers.

Air cargo experts that GAO surveyed ranked FAA’s voluntary disclosure programs–in which participating carriers voluntarily disclose safety events to FAA–as the most effective effort to improve air cargo, but two of the three main voluntary disclosure programs are used typically by large carriers. Several industry initiatives, however, focus on carriers with smaller aircraft, such as the Medallion Foundation, which has improved small aircraft safety in Alaska through training and safety audits.

The two actions experts cited most often to further improve air cargo safety were installing better technology on cargo aircraft to provide additional tools to pilots and collecting data to track small cargo carrier operations. Using flight risk checklists can also help pilots assess the accumulated risk factors associated with some cargo flights.

Recommendations:

• To help FAA improve the data on and the safety of air cargo operations, the Secretary of Transportation should direct the FAA Administrator to gather comprehensive and accurate data on all part 135 cargo operations to gain a better understanding of air cargo accident rates and better target safety initiatives. This can be done by separating out cargo activity in FAA’s annual survey of aircraft owners or by requiring all part 135 cargo carriers to report operational data as part 121 carriers currently do.
• To help FAA improve the data on and the safety of air cargo operations, the Secretary of Transportation should direct the FAA Administrator to promote the increased use of safety programs by small (feeder and ad hoc) cargo carriers that use the principles underpinning SMS and voluntary self-disclosure programs.
• To help FAA improve the data on and the safety of air cargo operations, the Secretary of Transportation should direct the FAA Administrator to evaluate the likelihood that cargo incidents could be precursors to accidents and, if FAA determines they are, create a process for capturing incidents that would allow in-depth analysis of incidents to identify accident precursors related to specific carriers, locations, operations, and equipment.
• To help FAA improve the data on and the safety of air cargo operations, the Secretary of Transportation should direct the FAA Administrator to create incentives for cargo carriers to use flight risk assessment checklists in their daily operations, including tailoring a sample flight risk assessment checklist for part 135 cargo carriers.

Click here to read/download the entire report (60 Pages).

(Source: ABC News, FastLane Blog & YouTube)

The U.S. Secretary of Transportation, Ray LaHood made a post this morning on his FastLane blog that had a time stamp of 5:53AM.  Feels good to know that someone at the Secretary’s-level cares to let the citizens know about what he is doing through such blog posts, even if can squeeze a minute or two to press a blog at that ungodly hour of the day.   Thank you, Hon. Secretary LaHood for keeping us informed. 

 In his post he noted that later in the day, he will convene a summit with representatives from the major air carriers, their regional partners, aviation industry groups and labor on the topic: improving airline safety. “Every one of us who gathers here today has a responsibility to take the necessary steps to make flying safer. And, we will make sure that carriers and their regional partners are working together on all aspects of safety. Our goal is simple: We must inspire confidence in every traveler, every time he or she steps onto a commercial aircraft of any size, at any airport in the country. It’s an enormous responsibility; it’s our highest duty” ,observed the Secretary.

Along with the FAA Administrator Randy Babbitt, he pulled together the FAA and industry leaders to produce an immediate “to do” list to assure the flying public that all our country’s carriers–including our regional carriers–are operating as safely as possible.  He stated the highest priority is protecting lives and to that end, the USDOT will act quickly to set effective industry standards on crew education, training and performance, professionalism, and flight discipline.

ABC News report from the Summit had the following: FAA administrator Randy Babbitt told airline companies today he expects them to do complete background checks on pilots before hiring them to fly passengers — including getting permission from pilots to access all of their training records. Airlines are allowed to do that today but it became clear in wake of the February plane crash in Buffalo, N.Y., that not all of them do.

“There’s a public perception out there, unfortunately, right now that pilots can repeatedly fail check rides and still keep their jobs,” Babbitt said. “We want the passengers in this country to have absolutely no doubt about the qualifications of the person or crew flying their airplane.”

“I want a recommendation today about asking Congress to expand the scope of the Pilot Records Improvement Act to give employers access to all of the records available in a pilot’s file,” Babbitt also said.

Though current law dictates that pilots must sign a release allowing potential employers access to their training records, the Federal Aviation Administration on Monday set new expectations and strongly recommended the airlines ask for access. Finding ways for airlines to voluntarily make flying safer was the focus of conversation as representatives from all corners of the airline business gathered at the FAA in Washington, D.C., with Babbitt and Transportation Secretary Ray LaHood.

“We want to be innovative,” Dan Morgan, vice president of Colgan Air’s safety and regulatory compliance, said last week. “We’re part of an industry that’s highly regulated, but there’s nothing that says that we can’t try to do a few things that haven’t been done before.”

High on the agenda was crafting a manifesto by day’s end to reassure travelers that airlines are doing all they can to ensure pilots are beyond prepared to fly passengers to their destinations, and to help more senior pilots mentor those with less experience.

Click  here to read the entire summit report.

(Source: Wall Street Journal)

If you thought legroom on commercial airlines was already cramped, get set to be squeezed some more.

New Boeing 737-800s now being delivered to American Airlines have the same-size cabins as the existing 737-800s in American’s fleet. But the new planes have 12 more coach seats, pushing the total number of seats to 160. Delta Air Lines Inc. has also added 10 seats to its 737-800s, raising the total to 160. So has Continental Airlines Inc.

Image Courtesy: Wall Street Journal

The seat squeeze shows how airlines are aggressively cramming more seats into jets. The trend has been going on for years, but has picked up momentum of late as airlines take food galleys out of airplanes since they’ve stopped serving free meals. Some carriers also are replacing seats with new ones made with slimmer frames and cushions, creating additional rows.

In American’s case, some customers will lose some legroom. The airline says it standardized the “seat pitch” — the distance from a point on one seat to the same point on the seat in the next row — at 31 inches throughout the coach cabin. Some rows in the old configuration had as much as 33 inches of seat pitch, and American’s Web site says the old configuration averaged 32 inches.

Exit rows still have more legroom in the new layout — about the same 39-40 inches as in the old configuration. But “bulkhead” seats in the first row of the coach cabin won’t be as roomy as frequent fliers are accustomed to. A spokesman for American says there’s a “slight reduction” in legroom for the first row of the economy section.

Despite the squeeze, American believes the new seats won’t feel more crowded to travelers. The seat bottoms pivot forward a bit like movie-theater seats to give the person behind you more knee room when reclining.

Still, seat pitch at 31 inches may well feel tight to many travelers. American once had 34 inches in coach when it marketed itself as the “More Room” airline from 2000-2005. The MD-80s being phased out in favor of the 737-800s will replace MD-80 jets that have 31- to 33-inch pitch in coach.

While some low-cost airlines still offer 32-34 inches of seat pitch on planes, 31 inches has become the standard in coach at many carriers. Delta, for example, had 32 inches in its 737-800s when it had 150 seats. A reconfiguration completed last summer on all 71 737-800s in Delta’s fleet pushed that to 160 seats, using slimmer seats. But seat pitch did decline: The first seven rows in coach have 32-inch pitch, but the 15 rows behind the exit doors have 31-inch pitch.

More passengers on a plane means more travelers competing for the same overhead bin space. And bathrooms, too. Most 737-800s are delivered from Boeing with three bathrooms — one in the front for first-class passengers and two in the rear for coach customers.

Continental and Alaska Airlines are notable exceptions. Continental opted to add an extra mid-cabin bathroom to some of its 737-800s and use those planes primarily on trans-continental flights. That version also has an extra row of first-class seats and carries a total of 155 seats.

Click here to read the entire article.

The public is getting its first uncensored look at the government’s records of where and when airplanes have struck birds over the last 19 years, thanks largely to pressure resulting from the dramatic ditching of a US Airways jet in the Hudson River after bird strikes knocked out both its engines.

Finally, travelers will be able to learn which airports have the worst problems with birds.

Since 1990, the Federal Aviation Administration has been collecting reports voluntarily submitted by commercial and private pilots, the military, airline mechanics, and airport workers who clear dead birds and other animals from runways. The agency has released aggregate data over the years so it’s known that there are records of more than 100,000 strikes and that reported strikes more than quadrupled from 1,759 in 1990 to 7,666 in 2007.

But the FAA has always feared the public can’t handle the full truth about bird strikes, so it has withheld the names of specific airports and airlines involved.

Aware that some airports do a better job reporting strikes than others and that some face tougher bird problems, the agency said the public might use the data to “cast unfounded aspersions” on those who reported strikes and the airports and airlines in turn might turn in fewer voluntary reports.

But this week Transportation Secretary Ray LaHood overruled the FAA’s attempt to throw a formal cloak of secrecy over the data before it had to reveal the records in response Freedom of Information Act requests from The Associated Press and other news organizations.

The database was to be posted on the Internet at midmorning Friday.

With President Barack Obama promising a more open government and releasing secret Bush administration legal memos about harsh interrogations of terrorism suspects, LaHood said he found it hard to justify the FAA’s plan to withhold records about birds flying around airports.

LaHood also noted the public bridled at being kept in the dark. In addition to newspaper editorials coast to coast opposing the FAA’s secrecy, members of the public commenting directly to the FAA opposed it by a 5-to-1 margin.

(Source: Washington Post; USA Today & Airsafe.com)

 The people should have access to this kind of information

Department of Transportation is preparing to reject a proposal by the Federal Aviation Administration that would keep secret data about where and when birds strike airplanes.   Among the high-profile boosters of releasing the information is Transportation Secretary  Ray LaHood, whose agency oversees the FAA.  He said the comments ran “99.9 percent” in favor of making such information accessible.  

“I think all of this information ought to be made public, and I think that you’ll soon be reading about the fact that we’re going to, you know, make this information as public as anybody wants it,” LaHood said in an interview for The Washington Post’s “New Voices of Power” series. “The people should have access to this kind of information.

“The whole thing about the bird strike issue is it doesn’t really comport with the president’s idea of transparency,” the secretary said. “I mean, here they just released all of these CIA files regarding interrogation, and . . . the optic of us trying to tell people they can’t have information about birds flying around airports, I don’t think that really quite comports with the policies of the administration. . . . It’s something that somebody wanted to put out there to get a reaction. We got the reaction, and now we’re going to bring it to conclusion.”

Here is the Secretary’s interview to Washington Post’s Lois Romano on this issue:

 The FAA last month quietly posted a proposal in the federal register, requesting public comment, that would bar the release of its records on bird collisions. The proposal followed a prominent incident in January when a flock of geese brought down a commercial flight, forcing the pilot to make an emergency landing on the Hudson River. The agency immediately came under fire because the recommendation runs counter President’s Obama vows of government transparency.

For those interested in reading the FAA’ proposal on Federal register, here it is:

 Note: TransportGooru appreciates the Sec. of Transportation’s stand against this move by FAA.  Public have the right to know and it is not nice that FAA can withhold  sharing this data, even after the overhwleming public response.