Closed Control Towers and Airport Operations (The Sequestration Scare)

     With all the news reports of airport control towers closing and the implied looming disaster that would occur because of that, I felt obliged to comment on this.  For those of you who are pilots, I am certain that you have received similar questions.  A friend of mine asked me the other night if I had landed at an airports with closed towers recently.  He asked this in a way that implied that this was going to be something new and dangerous to my profession as an airline pilot.
     He was quite surprised when I told him that, yes, I have in fact landed at airports with closed control towers.  I have landed at airports that had no control towers.  Airports operating without a control tower is not unusual.  As long as aviation has existed, pilots have been landing without speaking to or needing a controller in a tower.  Obviously, extremely busy airports that have very vibrant and important control towers (ATL, ORD, LAX, etc) are not the ones that are being closed to save money. In fact, all of the airports that are closing are not even operated by FAA personnel.  They are so-called "contract" towers.
They are towers that are manned and operated by employees of companies that have been contracted by the FAA to operate the towers at a significant cost savings to the FAA, which means you and me, the taxpayer.   
     There are many reasons for this.  Most of, if not all of the 149 airports that will have their towers closed were airports that had previously operated without towers.  In order to "increase the margin of safety," a tower and controllers were added under the "contract" program because it simply was not cost effective to put a full time FAA government employee there.  All of these contract tower airports that will be closed have fewer than 150 thousand flight operations per year.  That is among ALL of them.  That averages out to about 83 operations per month.  The most dangerous things these contract operators do is battle boredom.
Are these places now more dangerous to fly into? No. Does having a tower operator improve safety? Sure, if that person is alert (remember the controller who fell asleep at Washington National?) and if the flight operations occur during the operating times of the tower.  If a pilot is landing at the airport after the tower operating hours, then he is landing at an "uncontrolled airport."  Which is something that even commercial airline pilots do frequently.  Sometimes, on very early morning departures, we have to take off before the tower is opened.  We get our flight "release" from air traffic control center and self announce on a Common Traffic Advisory Frequency (CTAF) to communicate with any other aircraft that may be on or around the airport.  We coordinate among ourselves as to who is where and who will go first and from what runway, then we take off making an announcement on the same frequency before we switch to the "center" frequency.  
     The same is true if we arrive at an airport after the tower has closed.  We coordinate with the "center" and self announce on CTAF to sequence ourselves in if there is other traffic arriving or departing.  This is how most non commercial airports operate.  At all of these "sequester" airports, fewer than 10 thousand commercial passenger flight operations occur each year.  

In fact, at Pocatella, Idaho, (PIH), one of the 149 slated to have their control tower closed, this is the announcement on the airport website:

“The FAA announced today that the Air Traffic Control Tower at Pocatello Regional Airport will be closed sometime after April 7, 2013.  The airport itself will remain open and continue to operate normally.  The tower closure does not impair or jeopardize the safety and security of regular air service and passengers will not detect any change.  Most other general aviation traffic will also be unaffected. 

 A well-tested protocol for operating at an uncontrolled airport is already in place at Pocatello because the tower closes each evening. 

The other towers to be closed in Idaho are located in Hailey, Idaho Falls, and Lewiston.  Twin Falls’ tower will remain open for now because it has federal employees that provide a special service for Burley airport.

Again, Pocatello Regional Airport will remain open and safety and security are not compromised. 

     All of this statement is true.  They are alluding to the CTAF procedures I just mentioned.  THAT is the well-tested protocol already in place.  As they mention, the tower closes each evening.  Planes still come and go.  Lighting for the runways and taxiways is controlled by the pilot using the CTAF radio frequency via a series of clicks on the microphone.   They have three daily scheduled commercial flights that will continue to operate.
     As a pilot, so much responsibility is placed on us anyway.  The Lexington, KY (LEX) crash in August of 2006 occurred at an airport with an operating control tower (that was open) and had the controller been paying attention, he could have prevented that crash by informing the crew that they were lined up on the incorrect runway.  This was noted in the accident report, but ultimately the cause was "pilot error."  They also noted the configuration of the airport, which, at the time, made it easy for this mistake to occur if you were not paying attention (the airport has since been redesigned).
     So without getting into the politics of all of this, (and trust me, there are politics involved) you can relax amid the noise and confusion and "the sky is falling!" (a little pun there) rhetoric you are hearing.  Every Control Tower where it is vital to have controllers will remain open.  All of these are operated by FAA personnel.  The real casualty is the job of the contract controller who, more than likely, was a retired FAA controller anyway receiving a government pension (though I am speculating about that).   

"Flight".....The movie and Reality

OK, I give.  After numerous questions about this movie, I finally was able to watch it after downloading it to my DVR.  I watched about half of it before turning it off and going to bed.  I am very sensitive when it comes to alcohol and drug abuse in our industry.  I and 99.9% of every airline pilot are professionals and very strict rule followers when it comes to procedures, checklists and safety.  It is ingrained into our DNA the moment we start flight training.  For those of us who have prior military experience, even more so.  Certainly, there have been those who have been caught and when it happens, they get a lot of publicity since airline crew are so highly scrutinized.  Occasionally, you will learn about other transportation professionals who were caught drinking or abusing drugs (train, bus, ship drivers for example).  Addiction is a non discriminatory disease and education, training and environmental development makes no difference.    BUT..........remember folks, this is Hollywood, NOT reality.  Several points:

1.   We, like many professions are subject to random drug and alcohol tests.  Just last week, between flights, I was subjected to a breathalyzer and urinalysis.  Whip Whitaker would never have gotten to become a senior captain at an airline, because at some point in time, he would have been caught.  Could he have escaped through sheer luck and been able to avoid any screening?  It is possible, but not likely.  Peers would have brought his behavior up to a chief pilot, who would have addressed the issue right away.   Drug and alcohol abuse by a crew member is taken VERY seriously and addressed immediately.  If caught, they are fired.  If they self report, they are given treatment.

2.  Jokes about the pilot drinking as you board or after you are on board ARE NOT FUNNY.  You might as well be joking about a bomb being on board.  I was once standing in the cockpit door greeting passengers drinking a soft drink in a cup with ice when a boarding passenger said, "I hope that's just a coke."  I looked at him with a very serious look and told him, "Sir, we don't even joke about that."  He was taken aback and a bit upset, but frankly I didn't care.  What if the passenger behind him had overheard that remark and didn't realize that he was making a joke?  Suddenly one passenger has a "suspicion or a doubt."  If that issue is raised and rumors begin or it is mentioned to a fight attendant, I am walking off the plane and going straight to the testing facility.  The flight is delayed while another pilot is found and my reputation, my profession, my livelihood is intact.  Joking about the pilots drinking when you are on the airplane is not funny nor wise.  Needless to say, I don't even drink water in view of passengers anymore.  In fact, on the few occasions when I make my PA to passengers standing in the aisle, (which I do when there is an unusual delay and I want to be sure that the passengers understand what is going on) now I make sure that my hands are visible to the passengers so they don't think I am pulling a "Whip Whitaker," and pouring myself a cocktail while I talk to them...sheeesh!  

3.  Can an airliner really fly "upside down?"   Of course.  While not a fighter jet or an aerobatic airplane, airliners ARE airplanes and can fly inverted.  We practice getting out of this condition (known as an unusual attitude) in our annual simulator sessions.  When Boeing introduced the 707 and was demonstrating its capabilities to potential buyers at the International Air Transport Association (IATA) gathering in Seattle, when it was a prototype and before it became the backbone of most airlines, the test pilot Tex Johnson actually "rolled" it.  I have a link to the video below.  The boss of Boeing was not pleased, but they certainly sold a lot of 707's. 
http://www.youtube.com/watch?v=Ra_khhzuFlE   Now, the odds of this actually happening on an airliner are extremely remote.  There was an accident off the coast of California where a jack screw failed on an Alaska Airlines flight.  That fatal crash spurred significant changes in the maintenance of elevator jack screws.

4.  Taking off with a line of thunderstorms in front of you is stupid.  I don't care how well you can read a radar, you don't fly through a thunderstorm and try to "find a clear area," behind it.  That is a recipe for disaster.  Often times, radar will mask a tornado, hail or more severe weather in area that appears clear. If we see an area of storms, we avoid them.  Staying on the ground until it passes is the most prudent thing to do and is what we all do since most storms move very quickly.  Will there be some turbulence as we bypass a storm?  Possibly, but it won't be severe like it would be inside of an area of thunderstorms.

5.  Most portrayals of airline pilots in the movies are incorrect (except that we are all handsome) ;-).  Much of the dialogue on the radios they show are not realistic and we don't sit there constantly staring out the front gripping the yoke (flight control).  We also don't fall asleep and turn over all responsibilities to the other pilot.  We do drink coffee to stay alert, and get up to stretch.  Staying alert, sharp and maintaining situational awareness while we are flying is paramount and that is why there are two of us and we will never be replaced by a computer.

So, as you watch these movies, be entertained and know that much of what you see is fictional and unrealistic as it has to be, otherwise you would be bored.  Flying is hours of boredom punctuated by rare moments of excitement.  As my Navy CO used to say, "Boring is good." 





   

How to make your flight less miserable | Compass - Yahoo! Travel

How to make your flight less miserable | Compass - Yahoo! Travel:

An article in Yahoo, by Drew Limsky.  My comments and responses are in BOLD

How to make your flight less miserable

By Drew Limsky | Compass – Tue, Mar 12, 2013 2:34 PM EDT

(Photo: Digital Vision / Thinkstock)

Air travel has become so uncomfortable that preserving your sanity means perfecting your flying ritual. Be prepared and methodical, and once you deplane you’ll barely remember the trip even happened.

Quick change

Refrain from being one of those annoying people at the check-in counter having some protracted negotiation with the agent, or one of those couples or families who expect five passengers to change their seats to accommodate you. If you’re traveling with a group, or think that your itinerary or seating might be the least bit complex, handle it over the phone before you ever get to the terminal. Once at the airport, use the check-in kiosks (sometimes they even work). Frequent fliers know to approach the counter only to ask for something specific and quickly achieved, like a seat in an empty row, a seat in the emergency row, or to check on upgrade status.  There are now so many options, including websites and mobile apps that you can use to change your seat and check in.  Use a phone call as a last resort, especially if there are irregular operations going on due to weather disruptions.  You don't even need paper anymore to board.  Airlines don't even require you to register to be a frequent flier to use the website.  Just use the "record locator number" to find your booking.  It is usually a series of numbers and letters....The Captain

Loyalty matters

Attaining a frequent-flier level in which you’re routinely upgraded is the holy grail of flying. For me, it’s not about the food; it’s only marginally about the free liquor; it’s all about the seat and the sleep. Even paying for a pricier ticket on your preferred airline to maintain your elite status is worth it, because each upgrade to Business is worth several thousand dollars and priceless peace of mind.  Flying in the front is the best.  No doubt about that.  We always take very good care of our frequent fliers.  They deserve it.  Flying is a for-profit business, not a social equality program....C

Carry on my wayward son

(Photo: Creatas / Thinkstock)Nothing signals an inexperienced traveler more than checked baggage. Avoid it at all costs; it’s expensive in both time and money. Observing this rule for a long weekend trip is easy. Paradoxically, using a carry-on for a month-long trip is also a no-brainer, because then I know it’s incumbent on me to find a cheap laundromat or agreeable housekeeper in my final destination. It’s those trips in between those two durations that are a challenge. Still, you should resist the urge to check luggage. Shop around for the biggest bag that will legally fit in the overhead compartment and supplement it with the most expandable shoulder bag that you can find.  Yes, but.....be reasonable and conscientious.  You will have to actually "lift" it to the overhead bin.  So unless you lift weights regularly, keep it light.  Moreover, on many regional jets, you will have to gate check your bag (at no cost) and retrieve it on the jet bridge at your destination.......C

Smart security

The key to getting through the security line quickly is to mentally rehearse your ritual beforehand. Be sure that you can easily slide your computer out of your bag, that you can slip out of your shoes in seconds (laces are the enemy), and that your toiletries don’t exceed 3.4 ounces each. (In my experience, most airports have relaxed the toiletries-in-the-clear-bag rule, so I’d risk dispensing with it.) Belts, mobile devices, and other metals go into your bag or coat before you ever get out of the taxi.  Amen to that.  I still see some pretty silly stuff at security.  Fortunately, crew members get head of line privileges and are able to skip it entirely using a pre-screening program at some major airports.  But, don't get me started on the TSA.....C

See no evil

Sensory deprivation, Part 1: unless you have work that absolutely can’t wait or you spy someone on the plane you’d like to get to know, the best way to experience flying is not to. Make over-the-counter sleep aids and/or controlled substances your friends, and use a sleep mask or a baseball cap pulled down low to get to your dark place and alert talkative neighbors and solicitous flight attendants that you’d like some privacy. Your choice of flight plays into this, too: the first flight of the morning, after you've gotten barely three hours of sleep, will almost guarantee coma, and red-eyes are fine opportunities to avoid consciousness.  Nothing says "leave me alone and don't talk to me," like a sleep mask over your eyes and ear buds.  When I "dead head" (fly in the back en-route to an airport where I will eventually work a flight), I want to catch up on my sleep.  I really don't want people asking me (as I sit there in my pilot uniform), if I am a pilot, or "aren't you supposed to be in the front?" and other inane questions....C

(Photo: Digital Vision / Thinkstock)

Hear no evil

Sensory deprivation, Part 2: You should never get on a plane without earplugs. Untested fliers tend to project as if they’re onstage. There are all kinds of things you just don’t want to hear on board, beyond the ubiquitous crying babies: couples arguing, strangers flirting, flight attendants gossiping, and business people relentlessly talking about revenue goals and optimization.  Earplugs, then noise canceling headset when electronic devices are allowed to be turned on. (see my blog on electronic devices) are essential.  I once sat on a plane where a drunk sang (very poorly) the entire Beatles repertoire.....C

Rockin’ and rollin’

A lot of people get nervous during turbulence even if they don’t show it. First off, take the announcements about “chop” with a grain of salt. Often, by the time the pilot or flight attendant finishes describing how bumpy this patch is, the bumpy patch is done. Second, when you feel some bumps, stare at your water bottle in the seatback pocket; notice that the water is barely moving. This reality check will give you some perspective. Another self-soothing strategy: Consider how much bumpier a ride on Metro North or the subway is than the choppy flight you’re on—and remember that those modes of transport don’t even require seat belts. Third, if you feel that your anxiety level will become intolerable, see above note about controlled substances.  See my blog on Turbulence....C

Hydration, hydration, hydration

There are a lot of things you don’t need for the flight, but water is essential. Flying is notoriously dehydrating (bring chapstick). I’ve found very few airports in the world that don’t sell bottles of water beyond the security checkpoint, so buy it even if it’s overpriced (it always will be). Don’t be at the mercy of the flight attendant rolling down the aisle with “free” beverages (something that costs you anxiety is not free). And what if you run out of water just as it gets choppy and you need to swallow a controlled substance, now? Yes, hydrate, hydrate....C

Fliers’ digest

In my opinion, the food is never so good on the plane—even in First Class—that it’s worth missing out on sleep. It’s just plain uncomfortable to have a full belly in a tight seat, and if you’re a nervous flier, that speedy infusion of calories will make your heart race even faster. On the other hand, it’s wise to bring some trail mix or other snacks in case you get into one of those rare time-consuming scenarios—delayed on the tarmac or circling in the air. Either way, choose a seat that’s close (but not too close) to the plane’s restroom. Yes, but don't bring extremely pungent food on board.  Remember, be conscientious, you are traveling in a pressurized tube with lots of other people....C

Temperature control

It doesn’t matter if you’re flying to and from the hottest places on Earth; once you’re at 35,000 feet, it’s cold. So don’t make the common mistake of under-dressing because you’re on vacation. Always layer. Always wear socks. I’ve found a hoodie indispensible for warmth, comfort, and versatility—you can use it as a blanket over your legs. Bringing a blanket for the plane is a waste of space and makes you look like a tool. (A hooded sweatshirt just makes you look like an overage skateboarder, or a Californian, which is better than looking like a tool.) A travel item that has multiple uses is worth its weight in gold; your hoodie does double duty.  I have never understood why folks wear flip flops, tank tops and pajamas.  Your feet will get cold, your body will get cold.  The temperature is never perfect.  Moreover, if in the extremely unlikely scenario of an emergency evacuation, you will most likely be barefoot as you egress. (See my blog on What not to Wear on an Airplane).  Dress as if you were going for a walk outside.....C

Philly, cheese steaks, Love, and the Reading Terminal Market

 Our long layover in Philadelphia is downtown, walking distance to everything.  On our way to the famous Reading Terminal Market, my First Officer and I passed "Love" park, really JFK plaza and home to the famous "Love" statue by Robert Indiana.  The Reading Terminal Market, is a mecca for Foodies and where many Amish farmers sell their wares.  There are some great food stalls, not all of them Amish.  You could spend months before you will have eaten at everyone of them.  I was amazed at the butcher shops, bakeries, and the vast amount of delicious foods available at the numerous stalls.  The aromas were sensational and the atmosphere was carnival like.  One Amish vendor specialized in beef  jerky (I bought a pound of it...handy to

Carmen's Cheesesteaks

have when flying and you need a quick snack).  Being in Philly however, we decided to get Cheese Steaks. We went to Carmen's Famous Italian Hoagies & Cheese Steaks.  I had no idea there were so many options for a cheese steak.  I got the "original" version made with, yes.....Cheese Wiz.  Interacting with Carmen is entertaining and you can watch your sandwich being made while you wait.  Just don't order a Philly Cheese Steak.  Carmen will tell you that you that you are in Philly, so you will be getting a cheese steak sandwich.  He (yes Carmen is a man) will give you a playing card matched to your order. (I think I got the king of hearts).  It was delicious and very filling, which was disappointing as I wanted to try all of the food from all of the stalls.  I will just have to pace myself and try to get more PHL layovers.  Philadelphia may not be the "City of Brotherly Love" anymore at their sports venues given how their sports fans behave, but they do have a Love statue and you will absolutely feel the love of good food at the Reading Terminal Market.  Here is the link to the market. www.readingterminalmarket.org.

The Dutch Eating Place was chosen as the best stall  by a high school student who  made it a project to eat at every single food stall in the Reading Street Market and then write reviews on each of them

Reading Street (pronounced "Redding"  Market

http://www.readingterminalmarket.org/about/index

Airlines pad flight schedules to boost on-time record

http://www.usatoday.com/story/travel/flights/2013/02/14/airlines-flights-early-arrivals/1921057/

The above is a link to a cover story that appeared in USA Today, Friday, February 15.  I found the article amusing.  Below is my unedited letter to the editor. It was published in the February 19th issue, albeit an "condensed" version. Here is the link to the "letters to the editor" page with my remarks.

http://www.usatoday.com/story/opinion/2013/02/18/early-flights-arrivals-padding/1928951/

The "Print" version of my letter to the editor

This is the unedited letter that I sent:
I imagine that every airline employee in the USA was greatly amused after reading your cover story Friday, 15 February (“The Fiction behind Early Flights).  I suppose that passengers will never be satisfied until all flights take off and arrive at the exact time they are scheduled to and fly free in the first class cabin.  Flights arriving early are a good thing.  I am a regional air line captain with fourteen years experience (seventeen years of military flying prior to this career).  I would like to invite MIT aeronautics Professor Belobaba to join me on a typical four day trip and see how “under utilized” we crew members are.  Yesterday, I finished a four day trip that had one fourteen plus hour duty day and another twelve plus hour duty day.  If the airlines are “padding” the flight times and allowing passengers the ability to actually make their connections, then I am all for it.  Arriving early gives us crew members more time to perhaps grab a bite to eat since more often than not, time is not built into our days for regular meals.  We may even be able to get to our hotel earlier so that we can get a decent amount of rest.  In the past, I have seen passengers actually schedule themselves a 30 minute period to make a connection at very busy airports.  This is unrealistic and is poor planning.  All it takes is one weather event, a mechanical delay and a passenger is stuck having to re-book or find an alternative.  MR Curry’s annoyance at having to wait to make his connection is almost laughable and is typical of so many travelers these days.  Had he driven, taken a train or a bus, those three hours waiting to make his connection would seem luxurious.  

Airline industry at its safest since the dawn of the jet age

Not sure of the Author of this article, but my comments are in bold. I have also underlined some sentences for emphasis.  

Flying on a commercial jetliner has never been safer.  The most dangerous part of my job is driving to airport.

It is four years today since the last fatal crash in the United States, a record unmatched since propeller planes gave way to the jet age more than half a century ago. Globally, last year was the safest since 1945, with 23 deadly accidents and 475 fatalities, according to the Aviation Safety Network, an accident researcher. That was less than half the 1,147 deaths, in 42 crashes, in 2000.  In a stark contrast, in 2009 alone, the last year the census has available, 35,900 people died as a result of motor vehicle accidents in the US.  In Georgia alone, 1284 died.  In Florida, 2558 died and California was the deadliest state with 3,081 dead as a result of car accidents in 2009.

In the last five years, the death risk for passengers in the United States has been one in 45 million flights, according to Arnold Barnett, a professor of statistics at M.I.T. In other words, flying has become so reliable that a traveler could fly every day for an average of 123,000 years before being in a fatal crash, he said.

Regional Jets lined up at Detroit Metropolitan Airport.

There are many reasons for this remarkable development. Planes and engines have become more reliable. Advanced navigation and warning technology has sharply reduced once-common accidents like midair collisions or crashes into mountains in poor visibility.

Regulators, pilots and airlines now share much more extensive information about flying hazards, with the goal of preventing accidents rather than just reacting to them. This is a great program that all airline pilots participate in.  And when crashes do occur, passengers are now more likely to survive.

“The lessons of accidents used to be written in blood, where you had to have an accident, and you had to kill people to change procedures, or policy, or training,” said Deborah Hersman, the chairwoman of the National Transportation Safety Board. “That’s not the case anymore. We have a much more proactive approach to safety.”

The grounding of the Boeing 787 fleet last month illustrates this new era of caution. The last time a fleet was grounded was 1979, after a McDonnell Douglas DC-10 crashed shortly after takeoff at O’Hare Airport in Chicago, killing 273 people. The 787s, by contrast, were grounded after two episodes involving smoke from batteries in which no one was hurt and no planes were lost.

The last fatal accident involving a commercial flight in the United States was Colgan Air Flight 3407, which crashed near Buffalo, killing 50 people, on Feb. 12, 2009. The pilot’s maneuver was the opposite of what he should have done when ice formed on the wings.  FYI, ice forming on the wings while flying is a hazard particular to propeller-driven airplanes.  Jet aircraft do not have this issue.  Even so, prop planes have very good systems in place to avoid ice build up on wings.

Perhaps even more noteworthy, there has not been an accident involving a major domestic carrier since an American Airlines flight to the Dominican Republic crashed after takeoff in Queens in November 2001, killing all 260 people on board.

But while flying is safer, it is still not risk-free. Nothing is.  Buses crash, trains derail, and you saw my stats on autos.  Even staying at home is not risk free.  Air traffic is set to grow in the next decade, and airports are more congested. Near-misses on runways and taxiways have risen. And with two million passengers in the United States boarding more than 30,000 flights every day, maintaining that safety record will be a challenge.

The Colgan accident also cast a troubling light on regional airlines, which hire young pilots, some with little experience, ("little experience" is a subjective statement.  My airline is a regional and we have Captains with over 30 years of experience.  Our newest captain has a minimum of five years flying as a First Officer before upgrading to Captain.  The captain in the Colgan crash had been with the company for four years.  I have been a captain for 13 years in three different aircraft.  Prior to that, I was a Naval Aviator for 17 years.) at a fraction of the salaries at bigger carriers.  Well, unfortunately, this is true about salaries.  

Consider, though that 53 percent of all commercial airline departures in the United States today are operated by regional airlines.  The Colgan crash was an aberration and the Captain was inadequately trained.  But even in light of that, fifty three percent of all departures?  You don't hear about them falling out of the sky every day if they are THAT bad.  I haven't heard for more flight time requirements for "non regional" airline pilots since the debacle of the Air France crash over the Atlantic in 2009 that killed 228 people and was completely avoidable.  In fact, that was an Airbus/pilot training issue and Airbuses are still flying all over the place.  No one has grounded them nor is there a demand for more pilot hours for Air France pilots (or any other "mainline" pilots for that matter.
Since the Colgan crash, the Federal Aviation Administration has mandated longer resting periods for pilots. I am all for this.  But in the face of opposition from airlines, it is still working on new rules for more extensive co-pilot training.

“It’s important not to define safety as the absence of accidents,” said Chesley B. Sullenberger III, the US Airways pilot who became a hero when he landed an Airbus A320 in the Hudson River in January 2009 after both engines lost power. All 155 aboard escaped.

“When we’ve been through a very safe period, it is easy to think it’s because we are doing everything right,” he said. “But it may be that we are doing some things right, but not everything. We can’t relax.”

Not long ago, the industry’s safety record was far bleaker. In 1985, more than 2,000 people died in dozens of crashes, including 520 when a Boeing 747 crashed in Japan. A crash of a Delta Air Lines Lockheed TriStar killed 134 in Dallas that year.

After another series of accidents in 1996, federal officials set a goal of cutting accident rates by 80 percent over 10 years. That year, 340 people died in just two crashes in the United States — ValuJet Flight 592, a DC-9 that crashed in Florida, and TWA Flight 800, a Boeing 747 that blew up after its fuel tank exploded off Long Island.

Since then, the F.A.A., airlines and pilot groups have stepped up efforts to share safety concerns through a series of voluntary programs. Airlines agreed to participate after obtaining assurances that the information would not be used to discipline them.

An F.A.A. Web-based system, created in 2007, now includes information from 44 carriers. The result is widely viewed as successful, spawning an attitude that allows hazards to be identified before accidents occur.

The F.A.A. and airlines now systematically study data from flight recorders to analyze common problems, like finding the best angle of approach and speed to land at airports with tricky wind conditions.

Besides advances in navigation technology, today’s airplanes are equipped with systems that can detect severe turbulence or wind shear, allowing pilots to avoid them altogether. Engines are also better built — when one fails, pilots can still land safely.

“We have engineered out the common causes of accidents,” said Patrick Smith, a commercial pilot who writes a blog called Ask the Pilot.

And because planes have better hull and seat design, said Kevin Hiatt, the president of the Flight Safety Foundation, “crashes are more survivable today than decades ago.”

In August 2005, for instance, an Air France flight to Toronto overshot the runway and burst into flames, yet all 309 passengers and crew managed to escape.

Aviation safety officials will also go to considerable lengths to learn what caused a crash. Uncertainty is rarely tolerated, said Peter Goelz, a former managing director at the National Transportation Safety Board.

After an Air France jet crashed in the Atlantic in 2009 on its way from Brazil to Paris, investigators spent nearly two years — and millions of dollars — looking for the flight data recorder. “Aviation, in particular, abhors a vacuum,” Mr. Goelz said.

Mr. Smith said there was another reason for the safety record: “Luck is always going to be a part of it.”  I believe that you create your own luck.  Who was it that said, the harder I work, the luckier I get?

The biggest battle still being fought is over co-pilot training. The F.A.A. missed a Congressional deadline for new rules requiring first officers to have at least 1,500 hours of flying, the same as pilots, before being hired, instead of 250 hours today. The agency has proposed a compromise of 750 hours for former military pilots and 1,000 hours for pilots with an aviation college degree.  In my opinion, and most others in the profession, this will do little to improve safety and only exacerbate a quickly growing pilot shortage. Quality time verses quantity time, e.g droning around straight and level for hours on end, is more important than amassing hours.

But the F.A.A.’s work has been slowed by lobbying by the airlines, according to a recent report by the Transportation Department’s inspector general. Roger Cohen, president of the Regional Airline Association, said the F.A.A. should not set arbitrary numbers. “It’s about quality training, not quantity,” he said. This is true.  The numbers are completely arbitrary.  I would rather have a former military pilot with 500 hours than a civilian trained pilot with 1500 hours.

But Mr. Sullenberger said: “Some in industry still are fighting so hard to weaken, to delay or to kill an important safety initiative. The lessons of Colgan have not been learned.”

Ray LaHood, the transportation secretary, said that the Colgan crash was his worst day in four years on the job, and that he had worked closely with family members of victims to strengthen the pilot training rules. Even though he plans to step down soon, he said, the F.A.A. is “going to continue to work to get that over the finish line.”

What they don't tell you in the plane safety demo

Found this on Yahoo.  Another reason why you should never wear Flip Flops and PJ's on an airplane.......see last chapter.

What they don't tell you in the plane safety demo

By George Hobica | Airfarewatchdog – 19 hours ago

Have you ever wondered exactly why airlines dim the lights upon landing, making you grope to find the overhead light just as you were about to finish your Soduko? (Hint: It's not to save electricity.) Or why it's so important to put your own oxygen mask on before helping others? Or what's it like jumping onto a 737's inflatable emergency slide? And just how heavy are those over-wing exit doors?

If you're a bit of an airline nerd like me, then you might have been curious. Or maybe you're the cautious kind, the kind who wants to have every possible advantage the next time there's a "Miracle on the Hudson" or if a lithium ion battery catches fire and you have to deplane in a hurry.

Well, British Airways has just the thing: the BA Flight Safety Awareness Course, a modified version of the same training that flight crews go through after they're hired and then once a year thereafter. Even if you're not the pessimistic or overly cautious type, it's a fascinating way to spend a day inLondon.

You get to jump down an emergency slide! And if you’ve ever wanted to pull the inflation cord on one of those airplane life vests, this is your chance. You also get to evacuate a cabin filled with smoke (it's the kind used in a theater or rock concert, but it does the trick). You'll practice the fine points of the "brace position." And best of all, you understand why some of those more obscure procedures and safety warnings are part of the flight experience.

Check those life vests
One thing they don't tell you in the typical safety demo: people take those life jackets, located under or between your seat, as souvenirs. It’s a vile and punishable offense, and while airlines do check each seat at the start of every day, a plane could make several trips in a day, during any of which a passenger could steal a life vest.

Not that it may much matter anyway. Only a small fraction of the passengers on US Airways Flight 1549 bothered to grab their life vests when Captain Sullenberger ditched his Airbus A320 into the Hudson River.

Put yours on first

You’ve heard it over and over: put on your own oxygen mask before helping those around you. But the safety demos never tell you why that’s so important. The reason? You might only have 15 or 20 seconds in the event of a cabin decompression, during which all oxygen would be sucked out of the plane (and your lungs), before you’d experience confusion and a euphoric stoned state, at which point you might forget everything you heard during the safety demo (if in fact you even listened, which you probably didn't).

In 30 to 45 seconds you'd probably pass out. So it’s important to act quickly. (I think that if the standard safety announcement explained some of these fine points, people might put down their newspapers.) Andy and Diane, our instructors, also explained what else to expect during a sudden decompression: a burning smell from the oxygen canisters, severe vibration, a rapid descent (typically a drop of 20,000 feet in just 3 or 4 minutes), and an automated announcement telling you what to expect (because, obviously, the crew would have their own masks on and wouldn’t be able to communicate with passengers).

The proper brace position

Some of the finer points of flight safety may seem particularly arcane, but there's a reason for every detail. If you’ve ever bothered, for example, to look at the safety card in the seat back pocket, you may have noticed that the correct brace position is to put your hands on your head, but not in just any slipshod fashion (and definitely not with the fingers locked together). See how the illustration shows one hand over the other? Is that just arbitrary? No as it turns out. Should something fall on you during a crash landing, you want to protect at least one hand (preferably the one you write with) because you’ll need it to unbuckle your seat belt when it’s safe to do so. Your other hand is in that position to provide some protection to your "strong" hand, which will be doing the unbuckling.

Why not fly backward?

And speaking of the brace position, wouldn't it be unnecessary, I asked Andy and Diane, if airlines oriented their seats so that everyone was flying backwards? After all, in the event of a crash landing or controlled emergency landing, there would be no need to assume the brace position if the seats didn't face forward. Isn’t that why flight attendants face backward in their jump seats? People equate rear-facing seats with trains, Andy answered. "We'd be out of business in a week," said Diane.

And why not have three- or four-point harnesses rather than seatbelts, such as those worn by flight attendants, one of my classmates asked? Aren't they safer? You've probably guessed the answer: airlines recommend keeping your seatbelt fastened whenever seated, and no one would want to wear such an uncomfortable contraption during the flight.

"Touch drills" and "muscle memory"

While your pilots are waiting for takeoff, it may surprise you that they're probably doing a safety drill -- what if this or that should go wrong on takeoff, which buttons would we push or steps would we take? So they go through the motions of various procedures, touching and even moving the controls. They call these touch drills, and Andy and Diane suggest that passengers do the same thing just before takeoff, perhaps buckling and unbuckling their seat belts three times. Sounds daft? "It's muscle memory," said Diane. "In an emergency, people panic. They think they're in their cars, and try to release the seatbelt by pushing a button rather than lifting a flap."

Indeed, as the final report of the U.S. National Transportation Safety Board noted following the crash of US Airways flight 405, which landed in the water after takeoff from New York's LaGuardia Airport, "Some passengers tried to move from their seats while their seatbelts were still buckled, and other passengers had difficulty locating and releasing their seatbelt buckles because of disorientation."

Why does red mean go?

And what’s with that escape path lighting along the floor? Why would red lights indicate an exit? Shouldn’t they be green (as in go) instead?

Like taillights along the motorway in a fog, Andy explained, they’re red because they show up better in a smoke-filled cabin. And indeed it's true, as we learned when our "cabin" became a soupy fog.

Those doors are heavy

What about those emergency over-wing exit doors? How heavy are they exactly, and how easy are they to open and toss? Well, we practiced on a Boeing 737. The answer? Even for me, a fairly strapping 6-footer who goes to the gym regularly, they’re pretty heavy (40 pounds to be exact). It’s not just the weight, but maneuvering them while sitting down that's an awkward challenge.

Tip: sit way back in your seat or you’ll hit yourself on the head when the door swings down. Another tip: use your knee to rest the door and then swing it out and throw it on the wing (don’t worry, you won’t be sued for damages). I was surprised that the actual latch mechanism is so easy to engage you can do it with one finger. Even though, according to our instructors, it’s been 27 years since an over-wing exit door has had to be opened on a British Airways plane (other than in this cavernous training hangar, that is), I still feel safer now that I've done it.

The bad news is that half the people (probably more) who I see sitting in those exit rows wouldn’t have the strength to manage the door. Airlines should not sell these seats to anyone merely because they can pay the fee for the extra legroom. But don’t worry if some nut tries to open the doors in flight. They’re impossible to open owing to air pressure being much higher inside the plane than outside.

Perhaps the most macabre little tidbit

Next time you get on a plane, take note of the handles by the door, just inside the plane. What on earth are those for? Well, in a panicked emergency evacuation, when the flight attendants are manning the exit door, passengers, in their mad rush to get off, have a tendency to push them out of the way, sometimes all the way down the slide. The handles are there to make sure that the flight attendants stay on the plane if that's what they need to do.

Why don't airlines tell us all this?

I left the course thinking that more passengers would listen to the pre-flight safety demo if airlines shared some of this insider information before each flight, maybe mixing it up from time to time so that the demo doesn't bore people. On one flight, the demo might include the finer points of opening the over-wing exits. On another flight, more information about why it’s so important to put your oxygen mask on first (and quickly) before helping others. More passengers would probably do what they're told in an emergency if they knew the reasons behind these rules (and time and time again, in emergencies, passengers do not listen, do the wrong thing, and become victims).

Speaking of the whys, just why do airlines dim the cabin lights during nighttime takeoffs and landings? You guessed it: to help adjust your eyes to the dark (either inside a smoke-filled cabin or on a darkened runway). And why do some airlines ask that you keep your shoes on (except high heels, which can tear the slide) when taking off and landing?

Because the runway might be burning hot after you jump down the slide. And while it's doubtful that airlines will ever add these extra details to their pre-flight safety drills, the main thing I left the course with was a better respect for the thought that has gone into airline safety over the years, as each crash and emergency landing contributes to collective knowledge. And I have even more respect for flight attendants who, as we all know, are primarily there for no other reason than our safety.