Aviation Safety

Results of online-survey on miscommunication in aviation/ studies in Aeronautical English are online

Aero-linguist — Sat, 04 Jul 2009 18:31:44 GMT

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Hi there,

I would like to inform you on new information available concerning my studies of Aeronautical English. Check www.aero-lingo.com to learn more.

Many thanks to those who helped and best regards!

Franz

Facebook - In memoriam Alberto Nassetti (AZ pilot)

filnax — Fri, 26 Jun 2009 12:55:37 GMT

Hi to everybody,

I would like to inform you that on Facebook it is now on line a page dedicated to my brother Alberto Nassetti (http://en.wikipedia.org/wiki/Alberto_Nassetti).

He was an Alitalia pilot. He died in a test flight crash of an Airbus 330 at Toulouse Airport on the 30th of June 1994. (http://en.wikipedia.org/wiki/A330_test_flight_crash.)

Anyone who is interested to visit this page can go to: http://www.facebook.com/inbox/?ref=mb#/pages/Alberto-Nassetti/46340334958?ref=ts

Filippo Nassetti

Missing airplanes?

wvbig — Thu, 28 May 2009 16:09:38 GMT

Can anyone tell me how many airplanes are missing in North America since World War 2?

ATC commands

KR#1 — Mon, 09 Mar 2009 03:45:27 GMT

I was recently vectored to final and was cleared to land. When I was no more than two miles out I was told that my clearance was canceled. I had not heard that before and was unsure about hearing it right, so when called a second time that my clearance was canceled, I responded that I was already on final, they told me to slow down, make S turns, and watch out for wake turbulence from the jet that was taking the active. My question is, what is the standard procedure for clearance canceled when on final? I think had I started a go around I might have caught up with the departing traffic, luckily I was slow and able to land safely with no problems, I have just been concerned with my lack of knowledge with clearance canceled. Your thoughts and opinions are appreciated.

HAND TOOL SAFETY TRAINING DOCUMENTS

esat.ozzaim — Sat, 17 Jan 2009 21:33:37 GMT

Hello everybody,

This is Esat from Turkey.

I need some documents or sources for hand tools safety training for aircraft technicians.

If anybody help me, I will be very glad.

Thanks in advance

DuPont-Conoco-AIG Cover-Up of Employee-Pilot Alcoholism Exposed

ICAO — Tue, 27 Jun 2006 04:17:42 GMT

DuPont-Conoco Gulfstream G-II N204C Prior to September 4, 1991 Crash This is an update on the causes and circumstances surrounding the crash of a Gulfstream G-1159 (R/N N204C), owned by E. I. du Pont de Nemours and Company and operated by Conoco, Inc., that occurred near Kota Kinabalu, Malaysia, on September 4, 1991. The article "Additional Causes For CFIT Revealed By The 1991 DuPont G-II Crash In Malaysia" corrects the erroneous account of the plane crash copyrighted and distributed by the Flight Safety Foundation, Inc. in the video “CFIT AWARENESS AND PREVENTION”. The FSF video and the report can be viewed at http://Iran-CONOCO-Affair.US/Iran-CONOCO-Affair/cover-up.html. A recitation of the facts that have only recently been unearthed by the continuing investigation of this plane crash can be found at the link http://iran-conoco-affair.us/Iran-CONOCO-Affair/fraud_files/3-C%20Opposition%20Exhibit.pdf.

Results of survey of University of Regensburg/ Germany

Aero-linguist — Sat, 01 Mar 2008 22:01:07 GMT

Hi, I refer to my thread posted on 14 September 2007, which was about a survey on verbal miscommunication using the English language. The resaon: The results are now online available under www.aero-lingo.com Maybe it helps you with gaining some awareness on things you have not been thinking of so far. I would be happy if I knew that I have contributed something useful. Take care Franz

The Lexington ATC was NOT doing traffic count after he cleared Comair 5191 for takeoff.

chickenlittle92071 — Sun, 28 Jan 2007 03:57:28 GMT

To Whom It May Concern:

The FAA has told us that the lone controller at Lexington tower turned his back on Comair 191 and was busy with "administrative duties, traffic count" after he cleared Comair191 for takeoff while it was on the wrong runway. Initially, he admitted seeing Comair on the wrong runway and later changed his testimony..

The FAA released the tapes the other day and I downloaded it from their site at....

http://www.faa.gov/data_statistics/accident_incident/comair_tapes/

If you download the ATC Communications audio (MP3) tape there and play it, you can hear Diane English, an FAA employee, say she made the tape from 0944 Coordinated Universal Time - 1026 Coordinated Universal Time on August 27, 2006. The accident occurred at 1006 Coordinated Universal Time.

If you want to understand what happened, download the tape and play it while you read the following information....

At 06:52 into the tape, Comair 191 calls clearance delivery for his clearance to Atlanta.

Christopher Damron, operating initials CD, the lone controller, was working four positions. (1) Flight data/clearance delivery(FD/CD) where he had to contact center and transmit clearances to aircraft on one frequency, (2) Ground Control (GC) where he had to issue taxi clearance and watch taxiing aircraft on ramp and taxiways on another frequency, Local Control (LC) where he had to watch aircraft on the runway and in the traffic pattern in the control zone out to five mile radius on a third frequency, and Radar Departure Control (DC) where he had to give heading to fly for arrivals and departures below 10,000 ft. on a fourth frequency. This is not too much to handle if things fall in a staggered sequence, but when you get busy, someone has to wait. You can't talk on four frequencies at once or talk to ten aircraft at once. In the business, it's called going "Down the tubes". During the day, all these positions are manned and in addition the local control position can be split between two controllers. There is a supervisor and cab coordinator (CC) also who monitor all positions to insure safe operations. I have a photo I took a LGB where you can see ten controllers in the tower cab.

As you listen to the tape, you will see that CD doesn't have a lot of time to catch his breath in the minutes before Comair is cleared for takeoff. After that, he has nothing to do. He let his guard down. These times show it to some degrees but his transmissions are sometimes lengthy and there is little time between each transmission.

At 06:58, CD issues Comair his clearance to ATL and..

At. 07:12 Comair reads back the clearance and admits he missed his arrival route into ATL. CD had to spell it out for him.

At 13:30 CD makes a blanket broadcast that the ATIS has changed to Bravo and the new altimeter setting is 30.00.

At 13:54, the controller, operating initials Charley Delta, calls ARTCC. He doesn't key his microphone while dialing (old rotary pulse phone) but has to key in to talk to center at 13:58. That is when you hear CD breathing and the music in the background from the radio. He unkeys his mike at 14:05 and the music can no longer be heard. We hear it again at 14:09 when he keys in. ARTCC hasn't come up on the line so the music can only be in the tower cab. At 14:08, ARTCC comes on the line and CD requests a release on Skywest 6819. Center releases him and CD gives his initials and hangs up at 14:12. The music stops at that time.

At 16:04 into the tape, Comair 191 advises he is about to push back.

At 16:09, ATC responds Roger, advise ready for taxi.

At 16:11, Comair says Roger.

At 16:32 into the tape, Eagleflight 882 calls for taxi and at 16:43 he taxis him to RWY22.

At 17:26, Skywest 6819 calls for takeoff clearance at RWY22

At 17:30, ATC says Thanks, turn right heading 270, Runway 22, cleared for takeoff. Since there was only one active runway, it is not required that ATC specify the runway when issuing takeoff clearance.

At 17:35, Skywest 6819 acknowledges cleared for takeoff.

At 18:33, Eagle 882 calls ready for departure

At 18:36, ATC replies, Eagle 882, roger, hold short.

At 18:40, Eagle 882 acknowledges, Hold short of the runway.

At 18:57, Comair 191 advises he is ready for taxi instructions and states that he has Alpha. At 13:30 the ATIS changed to Bravo and he was not aware that the ATIS had changed .This means he has listened to the Airport Terminal Information Service (ATIS) on a separate frequency which gives him the active runway, winds, altimeter setting, and other NOTAMS (Notice To Airman) about taxiway closures, instrument approach outages, lights out of service, etc. You can also hear it on the phone, as well. In the government pages of the white pages, it's under Transportation, Department of, FAA, ATIS. To his credit, CD caught this and re-issued and winds and altimeter to Comair.

At 19:02, Comair 191 acknowledges that he is to taxi to rwy 22.

At 19:09, CD clears Eagle 882 for takeoff

At 19:11 CD calls radar contact on Skywest 6819 and gives him further instrutions.

At 20:27, CD calls radar contact on Eagle 882 and gives clearance to 10,000FT.

At 20:48 CD goes on the land line and dials center (ARTCC).

At 20:55 CD again keys his mike and we hear the music. While waiting for center, Skywest 6819 can be heard on the speaker in the background saying he is passing 10,000ft.and requesting a turn to 300 degrees to avoid weather. CD approves his request and immediately center comes on the line and CD request a release on Comair. He had to be watching Comair approaching the approach end of the short runway because he call for the release in advance of him arriving at runway 22.

At 21:09 CD keys his mike and again we hear the music and hear him tapping the flight progress strip for Comair191 on the console. He asked center for a release on Comair and center issues the release, CD gives his initials and hangs up the line.

He immediately calls another sector and requests the 300 heading for Skywest 6819 to "get around some weather", but he had already approved the turn for Skywest.

At 21:19, CD tells Skywest 6819 to contact center.

At 21:23 Skywest acknowledges the frequency change.

At 21:25 CD gives Eagle 882 a new heading

At 21:30 Eagle882 acknowledges the turn.

At 22:07 Comair 121 transmits that he is ready to go.

At 22:10 CD says Comair 191, Lexington Tower, fly runway heading, cleared for takeoff.

If Comair 191 is at the approach end of the wrong runway, he is nowhere near runway 22. In an interview CD acknowledges that he saw Comair 191 on the wrong runway and NOT on the taxiway to runway 22, but 30 minutes later changed his testimony.

At 22:14 Comair acknowledged fly runway heading, cleared for takeoff.

CD immediately focuses back on Eagle 882 and ...

At 22:17 CD asked Eagle 882 if the heading he gave him worked for him or did he want a further turn to the northwest of the weather that's ahead of him.

At 22:23 Eagle 882 says "That looks fantastic, thank you very much"

CD missed the response and...

At 22:25 CD transmits "Say again, please" to Eagle 882, while Comair is rolling on the wrong runway. He is NOT doing traffic count as the FAA is telling us.

At 22:26, Eagle882 repeats "This heading looks great,

At 22:30, CD is probably looking at the radar scope as he is talking to Eagle 882 and giving him a frequency change to center.

This is 16 seconds after he cleared Comair for takeoff and he hasn't seen him rolling on the wrong runway. He was supposed to scan his runway when he cleared him for takeoff and should have noticed him on the wrong runway. He claimed he did see him on the wrong runway but said nothing to him and didn't cancel his takeoff clearance.

It's odd that a station agent for American Eagle saw Comair on the wrong runway, but the controller claims he saw nothing,..... eventually.

Here's the articles...

http://www.kentucky.com/mld/kentucky/16486163.htm

and..

http://www.kentucky.com/mld/kentucky/news/local/16486135.htm?source=rss&channel=kentucky_local

In this second article, it states....

Damron told investigators that he did not know the plane had taken off from the wrong runway until a union official, who had reviewed radar data, told him. If Comair would have taken off on the right runway, he would have contacted tower on departure and CD would have issued radar contact. CD should have been at the radar scope waiting for Comairs call instead of doing the traffic count.

According to the other tape I downloaded at the FAA site at...

http://www.faa.gov/data_statistics/accident_incident/comair_tapes/

this one labeled..

ATC Phone Call to Fire and Rescue audio (MP3)*

CD pulled the crash phone and reported the aircraft crash, (an Alert III ) at 06:29 into the tape.

Again, the crash phone recording was narrated by Diane English. The tape runs from 1002 CUT-1013CUT on August 27, 2006

That means that CD pulls the hook at 1008:30 CUT. That is about 2 1/2 minutes after the crash. Traffic count doesn't take 2 1/2 minutes to perform. The accident occurred at about 1006 CUT. CD had to be doing something else for that other two minutes. What could he have been doing for all that time? Maybe he took the clipboard over to the radio to change stations. He wouldn't have gone to the bathroom when he was expecting a call from Comair.

He tells the crash crew that the aircraft is off the approach end of runway 8. That is the departure end of runway 26. 80 plus 180 degrees is 260, BUT then he tells the crash crew the aircraft took off of runway 22. I can't understand how he thought Comair took off runway 22 and ended up off the departure end of runway 26. If he took off of 22, he would have had to go off the right side of runway 22 before he got halfway down the runway.

If there would have been a second controller working the radar scope, CD could have been watching his runway a lot closer, but that is no excuse when the runway is the primary responsibility. CD wasn't focusing on his primary responsibility, the runway, but let his attention focus in the wrong direction dealing with radar traffic in the air. Traffic count had nothing to do with this accident.

CD had three departures in a short period of time with a lot of coordination with ARTCC. He is listening to music in the background. If he did the traffic count when he was finished talking with Eagle882, Comair was at the departure end of runway 26 or colliding into the trees off the departure end. Comair crashed before he started the traffic count. He should have seen it happening. CD should have been watching his runway. Aircraft in the air pose little threat to safety compared to ones on the runway.

CD never did tell us why he wasn't looking at the radar scope and telling Comair that he had radar contact on him. He should have been wondering why no radar target showed up at the departure end on runway 22. The traffic count scenario is just smoke and mirrors.

Today, I read an article about the FAA refusing to have weather band radios in the control towers siting it would be a distration. Here's the article....

http://blogs.usatoday.com/weather/2007/01/radars_yes_radi.html

According to a spokeswoman from the FAA, the decision to pull the radios seeks to limit distractions for controllers and ensure safe operation of the airspace.

We had a radio with a cd player in the tower cab at MYF and we used to bring our own cd's to work and listen to them while working traffic. Once at LGB tower, we had a portable TV in the tower cab watching a football game and I forgot to take it home when the tower closed. The next morning, the chief saw it and demanded to know who's it was. I confessed and he chewed my butt until I promised him it would never happen again.

Traffic count should be done on the hour and is a secondary function. The crash occurred at about 6 minutes after the hour. Six minutes prior to the accident, CD was busy with Eagle882 ready for departure. Traffic count is not important. CD had three departures and all he had to do was write down 0-2-0-0-0 on a clipboard to complete the traffic count, Takes all of two seconds. Comair was on the wrong runway for close to 25 seconds.

Here is some inside information for the layman, you don't have to turn your back on the runway to do traffic count. You read the numbers off the counter in front of you and put them on a clipboard, again, in front of you. He should have been watching his radar scope when Comair was no longer on the runway, again in front of him. There is NO reason to turn your back.

The pilot and first officer were given toxicology tests after the crash but I have never heard of a controller being tested for drugs or alcohol following and accident or incident. We hear of the TSA people reporting pilots when they smell alcohol on their breath and they have been pulled off of airliners and registered massive amounts of alcohol in their systems.

Since the 70's, control towers that used to be above the terminals were moved across the airport and the public never came in contact with us if we didn't want them around. At Christmas, pilots used to drop off gifts for us, it's an old tradition. We got candy and cookies, but the main item offered to us was booze, and lots of it. Why would you want to give your controller a bottle of scotch, I never understood it. When I tell people about all the drugs being used on the job, the number one response I get is "Well, it's a really stressful job, isn't it?" I guess they feel if you are in a stressful job, you ought to be able to shoot up a little heroin now and then.

The FAA knows that the public knows nothing about the functions of a control tower and it is easy to "hoodwink" the masses. Now you know the truth.

I came across a letter to AvWeb from a controller claiming things are worse now than when I blew the whistle. AvWeb has been able to confirm her identity. Her letter is at ....

http://www.avweb.com/eletter/archives/avflash/286-printable.html

I have been at this for close to 20 years now. Who is looking out for the safety of the flying public? The FAA ALWAYS says safety is their number one concern. If that was true, they wouldn't have hired one on my co-workers after he had been busted twice in the US Navy for trafficing in drugs. And another who would come to work drunk once a week. They would not have hired me when they knew I had vision problems. But they fired me when I had seen it all too many times and told my chief we were getting tipped off about random drug testing and over half of us were using on the job. He was the one who tipped us off the day before the drug team arrived so we could switch shifts with a non-using controller, if we could find one. And the guy who the chief told was the guy who was dealing all the drugs.

I have played tapes of telephone calls with my co-workers where they admit knowledge of druguse on the job to my Congressman, Duncan Hunter, and to the press in San Diego. Nothing is done. I have sent the tapes to the Aviation Subcommittee of Congress and to the White House. Nothing is done.

Who is going to stop this from happening again and again. We have been ignored, attacked, and accused of having our own agenda by the press, government officials, and family members of such tragedies as TW800, Swissair111, Egyptair990, and ValuJet 592. Now one of the Comair191 family members has asked me to remove him from my mailing list.

We are the head wiring experts from Boeing and the Dept. of Defense, airline pilots, two FAA lead airline inspectors, an FAA security expert who reported problems at Boston Logan and resigned after the FAA cooked his reports (before 9/11), an airline mechanic, and the inventor of the smoke hood for airline cockpits. Everyone talks about wanting to make sure nothing like this happens again, but when we give them what they need to do something about it, it's "shoot the messenger".

The press could report these crimes, but they refuse to let the people know the truth in our land of the free. I have told reporters that if they get this story past their editor, the next big story they will be working on is the bear problem at the dump. How can our President say people are jealous of our freedom?

Now YOU know the truth about what happened to Comair191. The NTSB final report will say that the controller had his back turned away from the runway and nothing more. If you don't believe me, look at how the NTSB covered up the crash of VJ592 and screwed over the families there. You can read all about it on my website at....

http://users.sdccu.net/chickenlittle

The Congress won't let me testify because they can't have everyone knowing the real story about aviation safety and the way they are watching over the system. We will just have to hear about more innocent people dying by the hundreds over and over again. I will be wasting my time for decades to come.

Regards,

James Bergquist

Air Safety Activist

Former USAF and FAA air traffic controller

Former San Diego Country NATCA representative

University of Regensburg/Germany/Questionnaire for Masters Dissertation

Aero-linguist — Fri, 14 Sep 2007 15:20:09 GMT

Dear Sir/Madam,

As part of my Masters dissertation in the department of English Linguistics at the University of Regensburg/ Germany I require the assistance of active or former

air-traffic controllers
pilots of all descriptions (private and professional)
officials from aeronautical authorities and air carriers
student pilots

I would ask volunteers fitting at least one of the above criteria to give up a mere 20-30 minutes of their time and assist me with the data collection for my research by completing a questionnaire on potential communication problems with the use of English in aviation. A more detailed description of the project can be found on the web at www.aero-lingo.com. Please click on the link entitled “SURVEY” and select the questionnaire in your preferred language (English or German).

Should you know any other persons who may be willing to complete the questionnaire, may I ask you to forward this message onto them.

Whether you can complete the questionnaire yourself and/or are able to disseminate this message to friends and colleagues – thank you very much!

With best regards,

Franz Rubenbauer

Open Letter to the NTSB Re: Comair5191 investigation

chickenlittle92071 — Wed, 18 Jul 2007 18:58:12 GMT

July 17, 2007

Mark V. Rosenker
Chairman, NTSB
490 L'Enfant Plaza, SW
Washington, D.C. 20594
Telephone (202) 314-6000

Chairman Rosenker,

My name is James Bergquist, former USAF and FAA air traffic controller, and former head of our union, NATCA, in San Diego.

I have posted several articles on many aviation bulletin boards about the crash of Comair flight 5191 on August 27, 2006. I have also contacted many family members and their attorneys, the Delta safety department, Congressman Ben Chandler's office, and the Lexington press about my allegations about the accident.

I read a press release on the NTSB website at...

http://www.ntsb.gov/pressrel/2006/060925.htm

Under the paragraph titled air traffic control, a lot of false information is listed...

Air Traffic Control

At the time of the accident, there was one air traffic controller in the tower. After handling several aircraft at the beginning of his shift, there were several hours without aircraft movements. In the 20 minutes leading up to the accident, there were three departures, including Comair 5191, from LEX under his control. The ATC group has interviewed several Lexington control tower personnel and FAA air traffic personnel. The controller on duty at the time of the accident relayed the following information to investigators: he cleared the accident flight crew to take off (from runway 22) and to fly runway heading (220 degrees); after providing takeoff clearance for flight 5191, he turned away from the window to perform an administrative task (traffic count); he did not witness the accident, but heard the crash, turned around and saw fire, and immediately activated the emergency response. As in all investigations, the group will review the controller's workload and duty schedule and the tower staffing level.

When I downloaded the FAA ATC tapes, I discovered that the controller wasn't doing traffic count after he cleared the stricken aircraft for takeoff but immediately diverted his attention to a previous departure and was performing approach control duties while Comair was rolling down the wrong runway. Traffic count could not have been a factor in this accident.

Additionally, there is another item that the NTSB overlooked. You are telling us that the controller "immediately activated the emergency response". But the FAA tapes show something completely different. The FAA tapes show that there was well over a two minute delay after the crash before the controller pulled the crash phone. That is a huge error for the NTSB to make even in the preliminary stages of an accident investigation.

I cannot understand how the NTSB would think that they can hoodwink the public with this lie on one hand and let the FAA provide the public with the tapes that clearly show that it is all a lie on the other.

Although I am an aviation professional and not a layman, even the layman can download those tapes and figure out the truth about what happened that morning.

Here is a link to the articles I posted on the Delta Airlines section of the U S Aviation Bulletin Board...

http://www.usaviation.com/forums/index.php?showtopic=33299&hl=chickenlittle92071

and an open letter to Congressman Ben Chandler's office...

http://www.usaviation.com/forums/index.php?showtopic=33302&hl=chickenlittle92071

I would like to talk with you further about the NTSB's investigation of this accident. Please respond via email and give me a phone number to contact you.

Best Regards,

James Bergquist

Air Safety Activist

chickenlittle92071@yahoo.com

WABC-TV Ch 7 in New York - Investigative Report Unsafe Landings at Newark Airport

Aviation Workers of America — Tue, 01 May 2007 14:42:56 GMT

This story ran April 30, 2007 on WABC in New York.

It involves an unsafe landing procedure that happens everyday at Newark Airport in New Jersey. The controllers at Newark have been trying to get the FAA to fix the procedure for over 2 years and have been continuously stonewalled. FAA does not want to acknowledge the 3 near collisions that have occurred in the last 22 months while running this procedure. The controller's union finally went to the media and this is the result. This procedure closely mimics the controversial procedure at Memphis Int'l Airport that made the front page of USA Today.

Check out the video here

http://ww2.7online.com/global/video/popup/pop_playerLaunch.asp?clipid1=1403003&at1=News+%2D+Special+Coverage&vt1=v&h1=Exclusive%3A+Newark+Runway+disaster+waiting+to+happen%3F&d1=251233&redirUrl=www.7online.com&activePane=info&LaunchPageAdTag=homepage

LEX ATC changes statement in Air Traffic Accident Package and transcript proves 2 min. delay in calling fire equipt. to crashsite

chickenlittle92071 — Sat, 10 Mar 2007 10:08:35 GMT

In the LEX ATCT air traffic accident package at

http://data.gannettnewsservice.com/comair/356224.pdf

we see the FAA's transcripts of the ATC tapes. Both the tower tapes and the crash crew notifications are located at the bottom of this pdf document.

You can see that Comair was cleared for takeoff at 1005:17

Comair acknowledged the clearance at 1005:21

Eagle Flight 882 (EGF882), the previous departure, acknowledged a frequency change to center (ZID LEX) at 1005:40

That is the time that Comair was at the departure end of the wrong runway (RW26) and it was too late to intervene to save any body's lives.

CD said he turned to do the traffic count and heard the crash and notified the Fire Dept. about the crash, but the transcript shows he pulled the hook at 1007:27, that is 10 seconds short of two minutes after the crash.

He wasn't watching Comair when he was taking off on the wrong runway because he was talking to EGF882. ZID LEX should have been talking to EGF882 instead of CD as ARTCC was designated to take over approach control duties when LEX ATCT was manned with only one controller.

Previously, we have been told that CD, the controller on duty during the accident, originally stated that he saw Comair heading for RW22 after he cleared him for takeoff, then turned his back. We have also been told that he changed his testimony some 30 minutes later to say he never saw Comair. The statements on this document say something completely different.

In this personnel statement (FAA Form 8020-26), CD states “I cleared him for takeoff around 1006Z and watched him take RW22” He is saying he saw Comair on the active runway and far away from the approach end of RW26 which he departed from.

His supplemental statement, dated the same day, he says “After the review of my original personnel statement, I did not watch Com191 take RY22. I saw Com191’s position on twy A, heading for RWY22. I then cleared Com191 for takeoff. I saw Com191’s lights turning towards RWY22. I turned around to do the traffic count, heard a crash, and saw a fireball west of the airport.”

When he says he saw Com191 turning towards RW22, he hadn't crossed RW26 and never did cross that runway.

These two statements are dated the same day, but have no time for the statements. We don’t have a clue how long it took CD to change his mind. Originally, I thought he made these statements to investigators, but I have had to make these statements myself after an incident and can tell you that you are left alone and given all the time you want to make your statement.

In this package, CD signed a third supplemental personnel statement on 9-6-06, some 10 days later, stating, “this information corrects information in the header of my previous statement” But he doesn’t tell us WHICH statement he is correcting.

So CD lied in his original statement about seeing the stricken aircraft on the active runway. Then he changed his statement, but still lied about turning to do the traffic count, because he was dealing with EGF882 when he told us he turned to do the traffic count. He doesn't mention that he waited just short of two minutes before he pulled the crash phone.

This information will be forwarded to Congressman Ben Chandler, Delta safety dept., the family members of Comair191, and to the Lexington press.

apron safety/security campain

shamrock — Tue, 07 Jan 2003 05:38:33 GMT

hello
im From portugal and im doing a study about apron safety/security in airports
if you have any thing concerning this subject ( pictures , links , cartoons...) please email me

tks much

I used drugs on the job as an FAA air traffic controller and Congress won't let me testify.

chickenlittle92071 — Sat, 17 Feb 2007 18:52:00 GMT

I used drugs on the job as an FAA air traffic controller and Congress won't let me testify.

To Whom It May Concern,

My name is James Bergquist, former USAF and FAA air traffic controller. I was also head of our union, NATCA, for San Diego County. I represent other FAA whistle blowers including airline pilots, Boeing and DOD wiring experts, two FAA airline inspectors, a FAA security inspector, and a mechanic.

I have never used any drugs on the job, but used to smoke pot after work while still signed in at the tower. In desperation, as I was technically using drugs "while on duty", I contacted members of the Senate Commerce Committee and the Aviation Subcommittee of Congress, telling them I used on the job and wanted to testify to them in open hearings.

See the response I got from our leaders who are supposed to be looking out for the safety of the American people....

Here you have a log of calls I made to John McCain, Chairman of the Senate Commerce Committee...

http://www.flight592.com/Flight592Discussi...10/000004e7.htm

and calls I made to members of the Aviation Subcommittee....

http://www.flight592.com/Flight592Discussi...10/000004e2.htm

I have a tape of one on my co-workers telling me the drug dealer told her I used drugs in the tower with him. I never used at work but used to smoke at home after work. He admitted using in the tower, I can only assume he told her about this incident in an attempt to get me to shut up about the drug use. She later reported him for drinking on the job.

I have been working local control and seen smoke out the window, leaned forward, and seen the drug dealer blowing smoke at the glass from the catwalk. He wasn't sucking on a Marlboro.

I produced a statement from a roommate of mine who stated she went with me to the drug dealer's home and he proudly pointed out 50 pot plants to her. I counted over 100 plants. He had 55 gallon trash containers full of pot and used to sell it when he and I would go to the FAA towers around San Diego when I was head of the union, NATCA.

I played that tape to Congressman Duncan Hunter personally and played it for the San Diego press. I sent copies to the aviation subcommittee and the Clinton and Bush administrations.

This controller was in the US Navy air traffic control school, was busted for dealing drugs, was kicked out of the school, and given a job pushing a mop. He then got busted a second time for dealing.

The FAA hired him with no ATC experience after President Reagan fired the PATCO controllers in 1981. That is how desperate the FAA was to fill the ranks. They fired thousands of alcoholics and hired thousands of drug users to replace them.

I and all the rest of us used to leave the tower with one controller on duty. We were still signed on the log and collecting the taxpayer's money while the tower was dangerously undermanned. So I was using pot while I was still signed on the log at the tower. I admit it. Busted!

Read my material, I talk about all of this at length in my open letter to President Bush and before to President Clinton. I personally handed my material to President Clinton while he was vacationing in San Diego. I have a tape of him saying, "I will be happy to take your material"

Why don't I see anyone posting here that they contacted the members of the aviation subcommittee, Senator John McCain, Congressman Chandler from Lexington, Ky., or the press asking for hearings into my allegations.

Let's get to the bottom of this, call all those Congressmen up and demand an investigation. That's their job.

You can see this little heretic thrown in jail for lying to Congress if you don't believe what I'm saying.

To quote Al Bundy...."Let's rock!"

--------------------

James A. Bergquist
http://users.sdccu.net/chickenlittle
chickenlittle92071@yahoo.com

Why remain seated while engines are running ?

RobertXYZ — Sun, 11 Feb 2007 23:22:34 GMT

I noticed that after landing some passengers leave their seats
while the jet engines are still running.
I know that this is against the rules but I wonder what the
reason is ? What are the risks ?

RobertXYZ

Letter to Congressman Ben Chandler Re: Airline mechanic calls the FAA hotline and 110 people die as a result of their inaction.

chickenlittle92071 — Sun, 28 Jan 2007 05:33:14 GMT

Congressman Chandler,

I have recently sent several messages to you containing information about the crash of Comair5191 at Lexington Bluegrass airport.

In these letters, I have asked to testify to the aviation subcommittee about the crash and other issues of aviation safety. I have heard nothing from you.

I would like to point out another instance where the FAA had failed to do their job. Again, innocent airline passengers had to give their lives.

An mechanic who worked for Valujet airlines in Miami called the FAA hot line and warned them about a condition which posed an imminent danger to the flying public. He even told them about aircraft #904, the plane that crashed, having electrical problems and illegal maintenance procedures used to fix the problem on the morning of the crash. He assumed that the FAA would finally do their job and rectify the dangerous condition.

After five weeks of seeing no action on the part of the FAA, his worst fears came to bear when VJ592 crashed with 110 fatalities. Imagine the guilt he suffered for not calling back sooner to insure the FAA reacted as they should and prevent this senseless tragedy. Here is the FAA document again which shows the mechanic called five weeks prior and three days after the crash...

http://www.flight592.com/NTSB/an.htm

The NTSB's final report on the crash doesn't even mention this important information and apparently never attempted to interview him. It appears as if the NTSB realized the FAA's guilt in the crash and attempted to look the other way to protect another federal agency, and even let the FAA conduct the most crucial tests of the oxygen canisters, which they botched as well.

Will the NTSB's final report on Comair 5191 tell the people the truth? See what the families of the ValuJet592 accident say about the way they were treated by the FAA and NTSB in their press release...

http://www.flight592.com/indictments.htm

I called the FAA hot line and they took no action either.

After TW800 went down, James Kallstrom asked the American people for help in the investigation. We sent him the same letter three times and he refused to accept it. Here's the proof...

http://members.aol.com/papcecst/kollstrom.html

Isn't it time we let the American people know the truth?

You could find this air traffic controller and subpoena her to testify as well.

http://www.avweb.com/eletter/archives/avflash/286-printable.html

We could face years of jail time for lying to Congress. I have no fear, I am armed with the truth. I don't need any screens or voice-altering electronic devices to protect my identity.

I have hundreds of hours of taped telephone conversations with co-workers, the FAA, the DOT IG, the FBI, the NTSB, and even the Whitehouse to play for you and the American people which paint a very graphic picture of the truth.

I cannot understand why you and other members of the aviation subcommittee would want to cover up these crimes perpetrated by the FAA. It is mass murder by an agency of the federal government and nothing more.

Please call me immediately, you have my number. We must let the American people know about these crimes. It is your job to protect the flying public, let's stop the killing.

This message will be sent to the Comair5191 family members, Capt. Quiello at Delta Airlines, and the press in Lexington.

Best Regards,

James Bergquist

FAA lead inspector of Alaska airlines is fired for doing her job, then AS261 crashed, killing 88 innocent people

chickenlittle92071 — Mon, 29 Jan 2007 07:10:15 GMT

FAA lead inspector of Alaska airlines is fired for doing her job, then AS261 crashed, killing 88 innocent people.

I recently read the NTSB’s final report on AS261 at…

http://www.ntsb.gov/publictn/2002/AAR0201.htm

There is some information that is absent. No mention of FAA whistle-blower and former FAA lead inspector of Alaska Airlines who was fired for exposing crimes in the FAA and at the airline. This FAA lead inspector sent President Bush a letter on 1/26/01 and she hasn’t heard from him. Here’s the letter…

Here it is again…

http://www.flight592.com/Flight592Di...0/0000036a.htm

There is an identical story here. Mr. Rodney Stich was an FAA airline inspector of United Airlines in the 50’s. It appears that the same crimes were committed half a century ago and nothing has changed…

www.unfriendlyskies.com

James Bergquist

The ATC system is understaffed and safety is being compromised

Aviation Workers of America — Tue, 28 Nov 2006 01:52:58 GMT

I fully believe the ATC system is under tremendous stress since FAA started its "run it like a business" push. I am an air traffic controller at Newark Liberty Airport in NJ and our staffing is 25% below 2004 levels. We used to have 40 controllers in the facility which was the authorized staffing number. We now have 31 controllers.

In the last year, operational errors and aircraft accidents have increased significantly. I don't have the exact numbers but it has become a much more dangerous place to fly into. Our staffing is so bad that we have lowered the level of competence necessary to work at EWR just so we can get bodies in the building. We also have 5 more controllers who will retire in 2007.

We need to fix the staffing problem before a major accident occurs. Unfortunately, FAA doesn't usually respond until deaths occur. The aviation community needs to speak out about this.

More information regarding the staffing issue can be found at www.natca.org

You can help us take action to fix this and other problems in the aviation industry by visiting www.aviationworkersofamerica.org

Please check them out and make a change.

ARM OUR PILOTS NOW!

anonymous2 — Tue, 21 May 2002 22:25:00 GMT

*** Posted by T. D. Ponder ATR ***

ARM OUR AIRLINE PILOTS NOW!

According to news reports the Bush Administration has made a
decision not to allow Airline pilots to protect themselves, their
crews and their passengers with firearms.

The Administration and the Congress should realize now that WHEN
more airliners are hijacked and used as missiles against Americans then
we shall be getting only what we did not prevent!

The administration and Congress are loosing their voters' trust by not taking all appropriate steps to see that the tragedy of 9-11 is not repeated. You think there is political unrest now, think about charges after 9-11 happens again! Voters will hold President George W. Bush and his Administration and members of the Congress personally responsible.

If a significant number of AIRLINE PILOTS REFUSED TO FLY UNARMED then this incredibly wrong decision would be reversed overnight! Passengers also
should demand to have armed pilots.

How many more airline pilots must die by having their throats sliced open before the necessity of arming our pilots and making them the last stop in thwarting a devastating hijack is understood?

In the name of the security of our country I urge you to contact your members of Congress and to notify President Bush that you support the reversal of this decision immediately!

T. D. Ponder
Airline Transport Pilot
Birmingham, AL

tdponder@juno.com

Contact Email Addresses:

president@whitehouse.gov

vice.president@whitehouse.gov

Congress

http://www.mrsmith.com/index2.html

FAA:

9-awa-aoa-consumer@faa.gov

Floaters

Jameeele — Tue, 04 Jul 2006 10:16:06 GMT

Do any pilots out there, either military or civilian have to deal with floaters in your eyes? You know, those little black lines that seem to float about in the eye whenever you move it back and forth. I'm just curious because I happen to have one in an eye and I'm wondering if it has any impact on other pilots out there.

Thanks

China:Amputee girl sues airline for Boarding Refusal

magiclfc — Tue, 21 Feb 2006 05:35:59 GMT

bbs.feeeco.com/upload/20060220/200602200423561271.jpg
Source: China Daily

(A 14-year-old girl who was refused permission to board a Hainan Airlines plane and thus missing the chance to have her severed foot reattached is in hospital.)

BEIJING, Feb. 18 -- The family of a 14-year-old girl who was refused permission to board a Hainan Airlines plane and thus missing the chance to have her severed foot reattached has decided to sue the airline.

However, a statement from the airline pointed out that the girl was on a stretcher and that aviation regulations do not allow passengers to be transported that way.

Zhang Qihuai, the girl's lawyer, told China Daily on Friday that he is trying to get more evidence in the case. Zhang was confident of victory.

The right foot of Xiaoqing Zhang would not release her real name was seriously injured after a traffic accident in Jiuquan in Northwest China's Gansu Province on the morning of January 15. Short of both medical facilities and experience, local doctors advised that she go to a larger hospital in Lanzhou and have an operation within 12 hours.

Xiaoqing's father wanted to send her to Lanzhou, the capital of Gansu Province, by air. However, at the airport in Jiayuguan, the nearest one to Jiuquan, boarding gate agents stopped them from boarding even after the father begged them on bended knees.

Refused also by the flight's captain, Xiaoqing then boarded a bus to Lanzhou, arriving at the hospital 18 hours after the accident. The foot had to be amputated because part of it had already been infected with gangrene.

Zhang said the airline should be held responsible because it has no right to prevent passengers with tickets from boarding. What is more, he said, the booking office knew about the girl's situation before it sold the tickets, he said.

The airline's statement said that the plane had only 32 seats and that, according to aviation rules, it is not allowed to carry stretchers.

Dong Nianqing, an expert with the Civil Aviation Management Institute, said the captain made the right decision to give priority to the safety of 30 other people aboard.

"We should not disregard those rules because there have been many lessons learnt," Dong said.

But Xiaoqing's family said they agreed to let the girl board without the stretcher, but the captain refused that possibility, as well.

According to the Aviation Law, an airline may refuse entry to those whose lives are in jeopardy.

But Zhang reasoned that Xiaoqing's life was not in jeopardy, as assured by the doctor who accompanied her and her father to the airport.

Public opinion seemed to be on the girl's side. In an online survey, at least 90 per cent of the surveyed blamed the "merciless" airliner, believing exceptions should be made in some cases.

In fact, rules have been broken before in China in order to save lives, reported the Liaoshen Evening News in Northeast China's Liaoning Province.

A newborn baby was permitted to board a China Southern Airlines flight to have an operation in March 2004, although current rules forbid any one younger than 15 days from boarding.

Wang Weimin, another expert with the institute, said that setting up a mature contingency system would be the right thing to do in case of such emergencies.

About EGPWS

Quayes — Fri, 11 Feb 2005 16:36:21 GMT

I want to know about the Details of Enhanced ground proximity warning system or(EGPWS). Now it's Manadatory Device from 01 Feb 2005. Why it is so required in flight? Please reply me briefly.

Contact Details:

Zahiruddin Md. Imrul Quayes
Director(Operations & Marketing)
Cascade International Ltd.
NDOHS,Mohakhali, Dhaka
Phone: +88-9136334, +88-0187083135 (Cell)
E-mail: imrul_Quayes@yahoo.com
        zumiqctg@yahoo.com
        confidentair@yahoo.com
Web: http://quayes.friendpages.com

antiice and antistall

dhrubane001 — Wed, 05 Oct 2005 07:55:21 GMT

   Can anyone has any answer to these :-

     1)Function of vortilons on    B737 NG    leading edge.

      2)Why there is no antiicing on the outboard leading edge of B737NG.

Study on Aviation "Work-related stress"

Civ Air 2 — Mon, 04 Oct 2004 13:07:55 GMT

As aviation students of a university, we are required to complete a group project in Advanced Aviation Human Factors. The topic my group have chosen is regarding to the "work-related stress" which air crew maybe experiencing.

In order for us to complete the project, we are required to survey a number of air crew members from the aviation community. Particularly for those employeed air crew members. So if you are employeed as a pilot in any way, we are interested in what you have to say.

We hope you could please help our group by completing a short questioneer for us. You can access the survey questioneer by going to the following web address.

http://www.surveyconsole.com/console/TakeSurvey?id=65115&_respondentID=79096

Thank you very much for your time.

Question about emergency belly landing

Toulouse — Tue, 29 Jun 2004 23:29:13 GMT

Hi, i would like to know if you guys had any suggestions involving finding information concerning a belly landing that occurred in Dorval airport in Canada between 1974 and 1975.

Thank you