Air Line Pilot - November 2016

November 2016
Air
Line
PilOt
Official Journal of the Air Line Pilots

Association, International
ALSO IN THIS ISSUE:

Our Union:

Catch Fire page 5
Our Stories:

Ocean of Memories page 34
NEEDED NOW:
One Level of
Safety & Security
For Cargo Operations
Coverage begins on page 19
SIDA
A
SID
e
h
t
e of
d
i
s
ut
sO
n
o
i
rat
Ope
Requirements Needed for ARFF
Science-based FT/DT
Regulations Needed
PRINTED IN THE U.S.A.
Requirements Needed for Secure Jumpseat

Access & Enhanced Common Strategy
Protections for Undeclared Dangerous Goods

& Enhanced HAZMAT Regulations Needed
Follow us on Twitter
@wearealpa
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NOVEMBER2016CONTENTS
VOLUME 85, NUMBER 9
COMMENTARY
34
November 2016
Air
Line
PilOt
5 OUR UNION
Catch Fire
Official Journal of the Air Line Pilots

Association, International
ALSO IN THIS ISSUE:

Our Union:
Catch Fire page 5
Our Stories:
Ocean of Memories page 34
NEEDED NOW:
One Level of
Safety & Security
For Cargo Operations
Coverage begins on page 19
6 PILOT COMMENTARY
SIDA
A
e SID
of th
side
Out
ons
rati
Ope
Safety on Crutches
Requirements Needed for ARFF
Science-based FT/DT
Regulations Needed
7 GUEST COMMENTARY
Connecting to the Last
Frontier
Requirements Needed for Secure Jumpseat

Access & Enhanced Common Strategy
PRINTED IN THE U.S.A.
FEATURES
19 ANALYSIS AND
FORECAST OF THE AIR
CARGO INDUSTRY
ABOUT THE COVER

3-D rendering of a cargo
airplane and the loading of
cargo. Rendering by
TurboSquid.com;
artist: Omegavision.
23 CLOSING THE GAP IN

CARGO SAFETY
25 ALL-CARGO
COMMON STRATEGY
Download a QR reader
to your smartphone,
scan the code, and
read the magazine.
26 CARGO OPERATIONS
IN CANADA
27 ALPA HELPS TO
PROMOTE CARGO
AIRLINE SAFETY
Protections for Undeclared Dangerous Goods

& Enhanced HAZMAT Regulations Needed
Follow us on Twitter
@wearealpa
Air Line Pilot (ISSN 0002-242X) is published

monthly except for combined January/February and June/July issues by the Air Line
Pilots Association, International, affiliated
with AFL-CIO, CLC. Editorial Offices: 535
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reserved. Publication in any form without
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DEPARTMENTS
8 PREFLIGHT
33 HEALTH WATCH
Eat More Hummus!
34 OUR STORIES
Ocean of Memories
37 THE LANDING
A Formula for Safety
38 WE ARE ALPA
ALPA Resources and
Contact Numbers
32
November 2016 Air Line Pilot 3
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4 Air Line Pilot November 2016
OurUnion
Catch Fire
he discovery of fireor rather the controlled use of itstands among the most
momentous events in human history. From
basic light at night, to heat, to cooking food, to
igniting a fire in a combustion chamber to usher
in the age of jet engineslearning to manage
fire was an intellectual and technological breakthrough for humankind.
With its power comes danger, however, and
fully controlling fire in every situation remains
elusivesometimes for reasons entirely within
our control. Case in point is the recent overheating and bursting into flames of smartphones and
other personal electronic devices. ALPA commends the FAAs quick action to safeguard air
transportation; but while lithium battery fires
that occur inside the passenger cabin are serious,
they can be detected almost immediately and
dealt with quickly.
A far greaterand potentially catastrophic
danger to air transportation is posed by the fire
risk from the shipment of lithium batteries and
the shipment of undeclared dangerous goods.
Whether due to the failure of lithium batteries
or undeclared dangerous goods on board cargo
aircraft, by the time a fire is detected the result
can be catastrophic.
When asked during a keynote address at
ALPAs recent Board of Directors meeting to
discuss the most likely cause of an airline accident in the future, NTSB Chairman Christopher
A. Hart named the unsafe shipment of lithium
batteries or shipments of undeclared dangerous
goods as most troubling.
Our unions drive to enhance the safety of
transporting dangerous goods and hazardous
materials is equally matched by ALPAs efforts to
eliminate the risk from undeclared dangerous
goods shipments. While no official estimates
exist for the number of undisclosed dangerous
goods shipped by air, more than a thousand
documented incidents occur each year that
eventually expose the presence of undeclared
dangerous goods.
ALPA, in accordance with our unions strategic
plan, is working to advance a four-part solution
to safeguard air transportation from undeclared
dangerous goods that is framed around public
education and enforcing existing requirements,
increasing packaging and inspection requirements, creating stiffer penalties, and strengthening international rules and guidelines. Already
a serious hazard, the unsafe shipping of undeclared dangerous goods that could cause a fire
on board all-cargo aircraft will only become
more urgent in the future.
This issue of Air Line Pilot highlights major issues that our all-cargo pilots, and to some degree
our passenger airline pilots, encounter while on
the job. We present the challenges of today and
tomorrow and couple them with thoughtful,
appropriate science-based solutions that ALPA
will continue to advocate for in the U.S. and
Canada until there is truly one level of safety and
security for all airline pilots, regardless of the
equipment we fly or whether were flying passengers, cargo, or both.
Rep. Don Young (R-Alaska) acknowledges the
value of airline pilots in his column (see page 7):
More than any other state, Alaska understands
the importance of air travel and shipping, he
writes. As the Last Frontier, and one of the two
states outside of the contiguous U.S., Alaska truly
depends on your members to connect our people
and fuel our economies. His words go beyond
mere praisewere essential to our countries
economies. And our responsibilities go beyond
just getting from Point A to Point B.
Were ambassadors of safety. Were the determined advocates of our profession. No matter
the causesafety, security, negotiating with our
employers, contract enforcement, legislation or
regulations that impact our professionwe pay
keen attention, and we relentlessly engage.
The Roman writer Horace is quoted as saying,
It is your business when the wall next door
catches fire. This philosophy holds true for our
unionwe recognize that what affects one of us
affects the entire membership, whether a safety
threat or an industrial threat, and those threats
to our profession that may appear far away in
time or distance could quickly appear on our
own flightpath.
Capt. Tim Canoll, ALPA President

PilotC mmentary
Safety on Crutches
By Capt. Rich Hughey (FedEx Express), ALPA Presidents Committee for Cargo Chairman
C
As regulators began
using cost-benefit
analysis to determine
the value of safety/
security improvements
to the system, cargo
didnt add up.
ommercial aviation is often characterized as

a well-defended, highly technical, complex,
and interconnected system of systems. As
such, the least-defended segmentcargois a vulnerability to the entire system because of continued regulatory imbalances, different operational
environments, and increasing complexity.
Safety performance: The disparity in safety
between passenger and cargo operations is stark.
According to the Department of Transportation, for the last 20 years cargo operations (by
departure) have made up 7 percent of the FAR
Part 121 industry and passenger operations about
93 percent. Yet cargo accounts for 46 percent of
all fatal accidents in FAR Part 121 operations.
If passenger operations experienced the same
cargo accident rate of 2.72 per million departures
(20042013), 276 fatal passenger accidents would
have occurred during those 10 years. Conversely,
if cargo operations experienced the passenger
accident rate of 0.14 per million departures, there
would be one fatal accident over the same 10
years. Several factors account for this disparity.
Regulatory imbalance: As regulators began
using cost-benefit analysis (CBA) to determine the
value of safety/security improvements to the
system, cargo didnt add up. As a result, cargo was
excluded from most safety and security improvements, including science-based flight-time/dutytime rules for pilots and rules for transporting
hazardous materials. Regulatory disparities also
exist regarding aircraft rescue and firefighting,
extended-range twin-engine operations requirements, and security requirements that allow
cargo flights to often operate outside the SIDA or
security area. To illustrate, cargo aircraft werent
initially required to have traffic collision avoidance systems (TCAS) until a mid-air collision
occurred between a cargo aircraft (no TCAS) and a
passenger aircraft (with TCAS), which reversed the
safety decision based solely on a CBA.
Operational environment: Cargo pilots, on
average, have longer duty periods than passenger
pilots. Also, cargo pilots fly 2735 flight hours per
month, while passenger pilots fly 4755 hours. This
means fewer takeoffs, approaches, and landings
and less time on task in critical phases of flight
while working longer duty periods. Furthermore,

more than 60 percent of domestic cargo operations
are conducted at night during a pilots window of
circadian low when fatigue is most prevalent. As
such, cargo pilots are exposed to greater fatigue
hazards due to different operational environments.
Increasing complexity: As technology changes
our flight decks, adds efficiency to our operations,
and increases density in the national airspace
system, it also adds complexity to our system. Additionally, the cumulative effect of hazards affecting
other hazards isnt accounted for, such as how
fatigue may affect a pilots ability to recognize, assess, and recover from a possible controlled-flightinto-terrain or loss-of-control situation.
A variable with the most variability: With
fatalities being one of the CBA variables with
the most variability in aircraft accidents, CBA
predisposes safety decision-makers to benefit the
passenger side of our system. However, if the UPS
Flight 1354 accident had occurred in San Diego,
Calif., versus Birmingham, Ala., where population
density around the airport is dramatically higher,
then the CBA variable for fatalities would likely
have had to also include lives lost on the ground.
The cost-benefit crutch: According to the Feb.
12, 1997, White House Commission on Aviation Safety and Security report, a catalyst for
the Commercial Aviation Safety Team, Cost
alone should not become dispositive in deciding
aviation safety and security rulemaking issues.
Yet thats exactly what we see in our industry.
Furthermore, the report concluded, Cost considerations and mathematical formulas, however,
should never be dispositive in making policy
determinations regarding aviation safety; they
are one input for decision-making. Further, nonquantifiable safety and security benefits should
be included in the analysis of proposals. ALPA
concurs wholeheartedly.
If were to advance safety while persistent
change and increasing complexity are part of this
system, then safety decisions should be tied to actual safety performance to achieve parity between
passenger and cargo operations while improving
safety and security across the U.S., Canadian, and
worldwide commercial aviation system.
GuestC mmentary
Connecting
To the Last
Frontier
By Rep. Don Young (R-Alaska)
s a resident of the great state of Alaska for

more than 50 years, I know firsthand the
critical role aviation has and continues
to play in our state. Whether its for transportation purposes, search-and-rescue operations, or
supplying our many communities not connected
by road (80 percent), aviation is a vital lifeline
for many in the Last Frontier. Alaskans rely
on a healthy and robust air cargo industry for
everyday items like medical supplies, office
products, food, fuel, and more. In return, the air
cargo industry serves as a significant economic
engine for our state, delivering our rich resourcessalmon, gems and minerals, and lumber
productsto the contiguous 48 states and
throughout the world.
As a member of the U.S. House of Representatives since 1973, Im keenly aware of the essential
importance of the airline industry and the need
for well-trained, highly skilled flight crews to
fly us to and from our home airports. Alaska is
the proud home of the second-busiest airport
by total cargo throughput in the U.S., and we
welcome nearly one million airline passengers to
our great state each year; so to say I highly value
a safe and secure airline industry would be an
understatement.
Im also honored with one of the longest commutes in Congressroughly 3,200 miles from
Washington, D.C., to Fort Yukonwhich makes
me thankful for your hard work as you deliver
me safely back home on every flight. And I continue to appreciate your hard work to maintain
the busiest and safest aviation system in the
world, which is critical to me as I travel to meet
Alaskans from across the state.
During my time as the chairman of the House
Transportation and Infrastructure Committee, I
had the great opportunity of meeting the many
leaders of the Air Line Pilots Association, International and hearing your many priorities. Air-
line pilots continue to visit my office regularly to

help me understand the many unique issues you
face while flying the line, and Ive always been
impressed with your knowledge and passion for
the industry.
These visits have been extremely important
and have often directed my leadership on bills
that affect your industry and its future successincluding efforts to protect the security of
your cockpits with secondary barriers, eliminate
the aviation excise tax, and safeguard U.S. jobs
by denying Norwegian Air Internationals (NAI)
flag-of-convenience scheme.
When I moved to Alaska in 1959, I had my
own experience in the cargo industry as a
tugboat captain on the Yukon River. In fact, Im
the only licensed mariner in Congress. As such,
I know how the flag-of-convenience model
negatively impacts an industry. I watched it
decimate our mariners jobs, and I wont let
it happen again with the aviation industry.
I strongly support ALPAs stance on denying NAIs application for a foreign air carrier
permit. Im a proud cosponsor of H.R. 5090 and
have signed multiple letters stressing the need
for the president and the Department of Transportation to deny NAI.
Ive championed ALPAs issues on a number
of pieces of legislation. Ive cosponsored bills to
eliminate the excise tax in both this Congress and
the previous Congress and to mandate secondary
cockpit barriers on all airplanes. Ive supported
many FAA reauthorizations and more extensions
than I care to admit. Ive heard from many of you
specifically why these issues, and others, are so
importantand Ive answered the call.
More than any other state, Alaska understands
the importance of air travel and shipping. As the
Last Frontier, and one of two states outside of the
contiguous U.S., Alaska truly depends on your
members to connect our people and fuel our
economies.
A robust, safe, and secure air industry is such
a large part of the Alaskan economy. Ive fought
and will continue to fight to ensure that the
future of the aviation industry remains in the
U.S.not subject to a flag-of-convenience model
that would shop around the world for the lowest
bidder. Thats why I stand with the Air Line Pilots Association, International on the important
issues. Our lives depend on it, and so does our
economy.

Airline pilots continue to visit my office

regularly to help me
understand the
many unique issues
you face while flying
the line, and Ive
always been impressed with your
knowledge and passion for the industry.
October 12 that its proposing to fine Amazon $78,000

for violating rules for shipping hazardous materials
by air. The FAA claims that
on Aug. 7, 2015, Amazon
tried to send via FedEx
Express an undeclared
shipment containing a flammable liquid that wasnt
properly packaged, marked,
and labeled as containing
hazardous material. Amazon
has 30 days to respond to
the FAA claims.
Airline Industry News
of October 15, all Samsung

Galaxy Note7 devices are
banned from U.S. airlines,
whether in the cabin or
checked in luggage. Owners
have experienced documented incidents of both recalled
and replacement Samsung
Galaxy Note7 devices reaching high levels of heat and
bursting into flames.
The Department of
Homeland Security announced that it will increase

spending on technology and
support contracts in 2017.
The Transportation Security
The Associated Press
reported that more than

550,000 unmanned aircraft
systems (UAS) have been
registered with the FAA
since the agency began
accepting registrations this
year, and 2,000 new registrations are coming in daily.
The FAA announced on

Our
Stories
ces
ot Balan ts
onsin Pil
Air Wisc sical Instrumen
Flight, Mu
ries
.org/oursto
www.alpa
Mailbag
Balancing Flight and

Musical Instruments
Congratulations to Capt.
Erik Suter, who was profiled in Our Stories in
the September issue. Its a
challenge to lead two active and demanding lives.
Along with being a pilot,
I also am a classical concert
pianist and a music school
owner. When it comes to
juggling duties, its become
an art and a skill in itself as
you need to learn to prioritize first and let go second.
I agree with Capt. Suters
comments about the similarities between flying and
playing music, although this
opinion would probably not
be shared by many. Im sure
that both of us are used to
The Los Angeles Times re-
Listen to c
The Musi
ported that Alaska Airlines

is experimenting with a
system that lets passengers
flying from Los Angeles International Airport tag their
own luggage with labels
printed at home or at
airport kiosks and then
leave the bags at a dropoff station. The trial was
slated to run through
November 10.
to
uter.com
rikwms
Suter will
Visit www.e
Capt. Erik
learn where
be perform
fall,
ing this
of
hear some
and
his music,
his
purchase
recordings.
Playing.
tion in Organhis most
the
was
gave me
Suter said
for. They
performance
applied
later I was
memorable
Writer
ent Ronald
Media
four years
at Presid
11,
Senior Staff
job, and
organist.
can Public er,
playing
on June
to head
Perkinson,
cated Ameri
funeral
an mindous
promoted
eams. Howev
Erik
Reagans
of a Luther
was a tremen
say Capt.
show Pipedr was with the
The son
with easy
it.
ou could
t gig
2004. That
grew up
s
Wisconsin)
never forget
his longes National Catheister, Suter family church
Suter (Air
honor. Ill I improvised
the
s
lives. When
d,
Washington
to 2007
access to
leads two
for
piano lesson
He recalle Grace. I played
from 1998
CRJ200
s
He took
both state
dral
the
ing
for
,
lesson
organ.
flying
ed
played
on Amaz
he isnt
and organ
acclaim
organ music
ts.
where he
high
, hes an
at age six
and concer
some French of the hymns for
fugues
he was a
his airline
grad
occasions
sly all
by the time more. However,
performing
few
finished
a
siobviou
just
and
organist,
compo
I had
itself,
who holds
classical
school sopho to fly.
the service
said Suter,
and other
cathedrals
loves
school,
things.
himself
he also
s from both
choicbeautiful
secular
d the
tions in
on his job
he
establishing
music degree rvatory and
ian,
ting
halls aroun
After
t
Reflec
captain
Conse
sional music
and concer
a
National
Wisconsin a few
Oberlin
as a profes flying lessons
sity. The
the
es, the Air
quite
world.
Yale Univer an opening for
played with al
There are
began takingago at the Montflyhad
noted,
n
I
Suter has
ral
betwee
Cathed
st, which
and Nation
dozen years y Airport in
nt organi
similarities
and
music. You
Philadelphia
Count
an assista
playing
earned
Orchestras
gomery
ing and
, Md. He
ally fit and
Symphony on the syndibe physic
ed
Gaithersburg ratings, built
need
need to
s and
has appear
ted. You
e
his license time, and in 2007
well-coordina the big pictur
al
about
up his flying
the del region
to think
to severa
g track of
Air
applied
hired by
while keepin a lot of the same
He was
put
nt
airlines.
and, altails. You
with differe
in 2008
use, but
Wisconsin
for a year,
skills to
furloughed
.
though
the carrier
applications denying that
flying for
no
has been
Theres
many talhas
a man of
ever since.
juggling
Suter is
side, Suter
admits that responOn the flip
ents. He
kable music a
flying
remar
and
a
quite
had
to make
his music
ulating
while trying been
career, accum along the way.
sibilities
has
des
Windy
for his family
few accola
Chuythe
time
from
His wife,
in the
Originally
challenging. a professional
placed first Guild
also
can
City, Suter
her
oung, is
o Ameri
which helps
1993 Chicag Young Organists
musician, at least half of the
ists
first
of Organ
understand his callings. Now
He took
of
Competition.
has
National
demands
the 1995
40s, Suter
Compeprize at
mances
in his early
te Organ
a
his perfor ,
Undergradua and received
scaled back
a month
Iowa,
or twice
mayor of
tition in
days he
to once
from the
upon the
d,
Gold Medal okyo, Japan, for
depending
g forwar
off. Lookin this dual
Musashino/T ational Organ
bid
can
ue
Intern
to contin
is
won first
the 1996
he hopes
Flying
He also
al
divulging,
is
Competition.
Yale Bienni
identity,
musician
1997
a
a
the
Being
was
prize in
what I do.
tition and
Organ Compe at the AGO Nawho I am.
tit twice
Compe
finalis
Cathel
Artists
ton Nationa
tional Young
in the Washing
By John
seeing raised
eyebrows when
we talk about
our careers and
the similarities
between the two.
During my career, Ive met a
few professional musicians
who are also private pilots,
but Ive never come across
a commercial pilot.
I can also relate to Capt.
Suters statement that
Flying is what I do. Being a
musician is who I am. How
true! Music is like a bug,
if you will. Once you get
hooked, you cant let go.
Again, congratulations
and best regards to a fellow pilot and musician.
Capt. Jacek Zganiacz
(Envoy Air)
Music Man
Wiscons
Suter (Air
Capt. Erik
ton, D.C.
dral in Washing
36 Air
Line Pilot
in) sits at
the piano
ber 2016
Septem
Per The Wall
Street Journal, FedEx

founder Fred Smith is
stepping down as company president on Jan. 1,
2018. However, hell remain
chairman of the board and
chief executive officer.
er.com
The FAA reported that as
Administration will receive

$200 million for baggage
screening, including software
upgrades; $84 million for
passenger screening intelligence; and $835 million for
infrastructure and operations
improvements for the Federal Air Marshal Service.
.erikwmsut
Photo: http://www
> DOMESTIC NEWS
Southwest Airlines
announced that it will add

international cargo service
to its business model next
year. The airline is upgrading its IT system to allow it to
share electronic airway bills,
transmit and receive messages directly with U.S. and
other customs authorities,
and support different currenciessomething the current
system doesnt support.
> INTERNATIONAL
NEWS
Bloomberg reported that
the International Civil Aviation Organization approved

in October an agreement that
will require airlines to offset
emissions growth after 2020
by buying carbon credits from
designated environmental
projects around the world. At
least 60 nations have pledged
to voluntarily participate in the
first phase of the agreement,
which begins in 2020, including the U.S., China, and most
of Europe. The agreement
becomes mandatory for most
nations in 2027.
According to The New
York Times, a report from the

Dutch-led investigation into
the explosion of Malaysia
Airlines Flight 17 confirmed
the Russian governments
role and subsequent cover-up
of the event. The airplane was
shot down by a surface-to-air
missile over Ukraine two years
ago, killing all 298 on board.
Per BBC News, Qatar Air-
ways has announced a major

deal with Boeing to purchase
30 B-787-9 Dreamliners and
10 B-777-300ERs, valued at
$11.7 billion, along with the
option to buy 60 B-737 MAX
8s, valued at $6.9 billion. This
is the largest single order the
carrier has ever placed.
Reuters reported that Luf-
thansas supervisory board has

approved plans to buy the 55
percent of Brussels Airlines the
German carrier doesnt own as
part of the companys plan to
expand its low-cost airline Eurowings through acquisitions.
And the J.J.

ODonnell Trophy
Goes to
Front Lines
\\2016 Board of Directors Meeting:
Powered by Pilots
Photo: Keith Mellinick
ore than 300 ALPA pilot

leaders met in Washington, D.C., on October 1720
for the biennial meeting of
the Board of Directors (BOD).
Capt. Tim Canoll, ALPAs
president, opened the meeting by welcoming the two
pilot groups joining ALPAs
highest governing body
for the first timeVirgin
America and Frontier.
Theres a reason why
were gaining members,
Canoll said. Were stronger
and more powerful than ever
before in our 85-year history.
Were the leader among all
airline pilot associations
across the world. Were the
organization that accepts the
never-ending challenges to
protect our members and our
industry.
Throughout his remarks,
Canoll discussed how pilots
collective actions move the
industry forward, noting that
the organizations growth
in the past two years is just
one indicator of how ALPA
members themselves move
the Association forward and
assist in the unions success.
He also reported on the state
of negotiations at a number
of the Associations 31 pilot
groups, advocacy issues that
impact the industry, and urgent safety, security, and pilot
assistance initiatives.
The reports from ALPAs
national officers underscored
the measurable success in
advancing the union through
safety advancements, membership administration, and
fiscal responsibility.
At ALPA, we always push
the envelope for stronger
safety standards, said Capt.
Joe DePete, ALPAs first vice
president and national safety
coordinator. I look around
the room today, and I see living evidence of just how our
work has continued seamlessly through the decades
to raise the bar on safety
and security in our evolving
industrya decades-old
mission that is powered by
pilots.
Among the Associations
many safety priorities, DePete
highlighted the progress and
challenges to safely integrate
unmanned aircraft systems
(UAS) into the national
airspace, the safe transportation of dangerous goods, and
promoting a just culture.
In his report, Capt. Bill Couette, ALPAs vice president
administration/secretary,
addressed the Associations
efforts to better assist current
members as well as the importance of engaging future
airline pilots.
I know from ALPA election
results that there has been a
large turnover in our officer
ranks, in part from retirements, but also from pilots
transitioning from regional
to mainline carriers, he said.
Working with different experience levels is a good thing.
These differences broaden
our collective thinking. They
enable the board to approach
policy decisions and strategic
planning with fresh eyes.
Couette spoke about the

next generation of ALPA pilots and how the efforts and
training of today influence
the future of the union. He
also delivered updates from
the many committees in the
Professional Development
Group, including the Education Committees efforts
to connect with potential
airline pilots.
Capt. Randy Helling, ALPAs
vice presidentfinance/
treasurer, reported on how
judicious fiscal responsibility
has strengthened the union.
Im pleased to stand before
you today with positive news
again. ALPAs finances continue to remain strong and
sound, and the future looks
bright, he said. Your hard
work is paying off.
Helling reported that
ALPAs finances are going in the right direction,
and noted that this was
due to a direct result of a
team effort in action, and
something we couldnt have
achieved without your collective diligence.
During the meeting, board
members broke into eight
committees to discuss ALPAs
strategic plan. The delegates
received reports from different national committees and
listened to individual and
panel discussions, information they used to shape the
next iteration of the Associations goals.
For more in-depth coverage
of the BOD meeting, see the
December issue.

Capt. Tim Canoll, ALPAs president, announced several ALPAPAC honors during the Board
of Directors meeting, including
the winner of the J.J. ODonnell
trophy, which recognizes the
master executive council (MEC)
that has most prioritized the
PAC over the past year.
It is my great honor to award
the 2016 J.J. ODonnell Trophy
for Excellence in Political Action
to the pilots of United Airlines,
Canoll said. He went on to
recognize several other PAC
awards, including the 24 local
executive councils (LECs) that
reached Key Men Society honors and MECs with 100 percent
participation. Find out which
LECs made the list by visiting
www.alpa.org/BOD-meeting.
ALPA BOD Elects Next

Slate of Executive
Vice Presidents
On October 19, ALPAs Board
of Directors (BOD) elected
the following executive vice
presidents, including the first
elected female pilot to serve
on the Executive Council. Their
term begins Jan. 1, 2017.
Group A: Capt. Andrew Massey
(Delta), reelected
Capt. Russell Russ Sklenka
(FedEx Express), reelected
F/O Mike Hamilton (United)
Group B1: Capt. Michael McMackin (JetBlue), reelected
Group B2: F/O Karen Lacy (ExpressJet), the first female EVP
Group B3: Capt. Matthew Chadwick (Air Wisconsin)
Group C: Capt. Dan Adamus
(Jazz Aviation), reelected
Front Lines
\\ALPAs President
Participates on NextGen
Advisory Committee
On October 5, Capt. Tim
Canoll, ALPAs president,
represented the Associations members on the 19th
NextGen Advisory Committee
(NAC). Canolls participation
in the NAC ensures that ALPA
members are represented at
the national level on critical
issues such as implementation of performance-based
navigation, data communications, automatic dependent
surveillance broadcast,
airspace redesign, and all of
the associated transition challenges routinely encountered.
ALPA continues to work to
ensure that the highest level
of safety remains the top
priority.
The NAC is a federal advisory committee that provides
recommendations to the FAA
on policy-level issues facing

the FAA and the aviation
community in implementing
NextGen. NAC membership
includes 31 executive-level
aviation industry leaders who
represent their organizations.
\\Pilots Put a Face to

#DenyNAI in New
Campaign
On September 28, ALPA
launched its new social media
campaign Why I Deny NAI
or #WhyIDenyNAI, which
features photos and videos
on Facebook, Instagram, and
Twitter explaining why pilots
are urging the White House to
reject Norwegian Air Internationals (NAI) application for a
foreign air carrier permit.
On April 15, the U.S. Department of Transportation
(DOT) tentatively approved
NAIs request for a foreign air
carrier permit, allowing it to
Delta pilots Capt. Bruce Ahlstrom and F/O Rick Harper. #WhyIDenyNAI: To
protect the future of the U.S. airline industry and its aviation workers.
operate flights to the United

States. NAIs business plan,
which was devised to allow
it to avoid Norwegian labor,
tax, and regulatory laws, is not
consistent with the U.S.EU
Air Transport Agreement.
ALPA pilots and other
aviation workers have been

speaking out against NAIs
application and shining a light
on its business model that
disrupts fair competition and
threatens U.S. jobs, said Capt.
Tim Canoll, ALPAs president.
By highlighting the real-life
TakingOff
As this issue goes to
press, the Wasaya pilots
have just ratified their
tentative agreement,
making them the 15th
pilot group in two years
to have successfully
negotiated with their company for
contract gains. Congratulations to the
Wasaya pilots who secured a new
three-year agreement with significant pay
increases, an increase in per diems by 27
percent, and an increase in their paid
time-off program.
At the same time, Delta pilots will begin
voting on a tentative agreement with the
potential to raise the bar for the entire
piloting profession. Voting will open November 10 and close December 1.
Yes, for many of our pilot groups, were
currently in the up cycle of pattern bargaining, and that means many thingsthe
opportunity to advance the overall quality
of lifefor
at that
airline 2016
and to help
10
Airpilots
Line Pilot
November
raise the contractual bar for other pilot

groups as they follow in negotiations. Our
analysts and professional negotiators in
ALPAs Economic & Financial Analysis and
Representation Departments continue to
believe, as they have for some time, that
the Associations Fee-for-Departure carrier
pilot groups will see the effects of this
positive bargaining cycle in 2017.
Capt. Tim Canoll said during his recent
report to the Board of Directors that
old-fashioned unity, grit, determination, and member engagement are still a
component for many negotiations. And
every step of the way, ALPA continues its
tradition of pilots and professional staff
experts working hand in hand for hours,
days, weeks, and months to secure contractual improvements.
From an initial strategic plan to the
prep work needed before entering into
negotiations to drafting contract proposals, conducting essential analysis, and
securing critical information to help
maneuver through the current economic

environment, sitting side by side with pilot
negotiators at the table, developing and
implementing a communications plan to
give members accurate and timely information, setting up meeting locations to
hold tentative agreement briefings so that
pilots can answer questions in person,
assisting with logistics of a public demonstration to voice dissatisfaction, setting
up efficient and secure online balloting,
and executing on the contract once its
finalizedpilot leaders and negotiators
work closely with ALPA staff to reach the
finish line.
As ALPAs general manager, it gives me
great pleasure to give voice to the collective commitment of ALPAs staff. The
Association truly is a union powered by
pilots, and our staff is proud and honored
to support all 54,000 members.
Lori Garver, General Manager
Lori.Garver@alpa.org
Nearly 100 Spirit pilots, along

with pilots from Frontier, Southwest,
and Republic, picket outside Dallas/
Fort Worth International Airport on
October 11.
effects that NAI will have on

the lives of ALPA pilots, this
new campaign will send a
strong message to the Obama
administration on the impact
to frontline crewmembers. If
one airline is permitted to ignore U.S. air transport policy,
others will surely make the
same attempt. Its imperative
that our country stands by
its own agreements, which is
why NAIs application must be
denied.
Since NAI applied for a U.S.
foreign air carrier permit,
ALPA pilots have been voicing
concerns about the detrimental effects of NAI on U.S.
jobs and American aviation
workers.
More than 200 Members of
Congress have sent a letter to
the DOT asking that it deny
NAIs application, and Reps.
Peter DeFazio (D-Ore.), Frank
LoBiondo (R-N.J.), Rick Larsen
(D-Wash.), and Lynn Westmoreland (R-Ga.) introduced
bipartisan legislation (H.R.
5090) in the U.S. House of
Representatives that directs
the DOT to deny applications
from foreign airlines seeking
to fly between the U.S. and
EU if approval of the applications would be inconsistent
with the intent of the U.S.
EU agreement that labor
standards and labor-related
rights and principles not be
undermined.
Photo to right: Chris Weaver
\\Delta Pilots to Vote on

Tentative Agreement
On September 30, Delta
Air Lines pilots reached a
comprehensive agreement in
principle with management
to amend their collective
bargaining agreement. The
Master Executive Council
(MEC) has approved the

agreement, which is going
before the pilots for membership ratification, with voting
opening on November 10 and
closing on December 1.
In a letter to the pilot group,
Capt. John Malone, the pilots
MEC chairman, stated, This
agreement achieves the goal
of advancing the profession while raising the bar for
all airline industry pilots. It
recognizes and rewards the
Delta pilot group for the daily
contributions we make to
Deltas financial success. This
achievement was possible
because of the support of the
Delta pilots and the extraordinary work of the ALPA
negotiators and staff, as well
as the Delta Air Lines leadership team. We are particularly
grateful for the assistance
of the National Mediation
Board.
\\ Spirit Pilots Picket

At Dallas/Fort Worth
International
On October 11, nearly 100
Spirit Airlines pilots, along
with pilots from Frontier,
Southwest, and Republic,
stood shoulder-to-shoulder
outside Dallas/Fort Worth International Airport to demonstrate their unity and support
for their Negotiating Committee. For almost 21 months,
Spirit pilots have been at the
negotiating table pressing for
a new contract that includes
industry-standard compensation. Their current total compensation is less than half that
of their peers, depending on
longevity with the company.
We came out strong to
show that we stand as one
union and speak with one
voice. We will not be dissuaded by delays and excuses

from the company, said
Capt. Stuart Morrison, the
Spirit pilots Master Executive
Council chairman. As this
informational picket clearly
showed, our pilots are ready
and willing to do whatever it
takes to get the contract we
deserve.
\\Wasaya Pilots Ratify

Tentative Agreement
On October 18, Wasaya Airways pilots voted to ratify a
new tentative agreement. The
three-year agreement, which
went into effect immediately,
is the third pilot collective
agreement for the pilot group
since joining ALPA in 2008. It
includes substantial improve-
ALPAs Veterans Affairs

Committee
By F/O Dave Pond (United)
As I transit our nations airports, I often

encounter passengers and other crewmembers who, upon learning that Im
a veteran, thank me for my service. Im
always thankful for these expressions
of gratitude, and my response is the same every time
Thank you. It was my privilege to serve.
As your new ALPA national Veterans Affairs Committee
chairman, its my privilege to serve those whove sacrificed so much in the service of their country.
As a retired U.S. Air Force veteran with 29 years of active
and reserve service, Im acutely aware of the challenges in
striking that balance between ones family, airline career,
and national service. To be honest, its toughand all too
often one of these three areas suffers in order to serve the
others.
My vision for Veterans Affairs, which falls under ALPAs
Professional Development Group, is broad. From the service member making the transition to an airline career to
those who currently serve to those like myself who have
hung up our military uniforms, Veterans Affairs will be a
timely and useful resource for our members to turn to.
The prospective airline pilot coming from the military
should have a clear idea of the path ahead, and we can
and should help. Once that military pilot becomes a new
hire, we should provide him or her with a sponsora
veteran who has already walked the same path. That sponsor can be the person who helps the new hire navigate
through the first year as an airline pilot. In addition, well
publish a Veterans Affairs handbook filled with useful
information for all of our pilots who have served and
provide advice and guidance where needed.
ALPA Veterans Affairs Committee will be there to help
those who have served us with honor, valor, and dignity.
Its our privilege to do so.
Front Lines
ments, including consumer

price index increases and an
expansion of pay scales for
junior pilots, as well as additional company contributions
toward the pilots pension
plan.
Wasaya pilots have been
Solution to this months
ALPA sudoku is on page 38.
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5 3 8
6 4 9
4 8 9
6 1 7
3 2 5
5 6 3
4 2 9
1 7 5
2 9 4
2 9 6
8 3 1
8 3 4
3 8 6
5 7 4
2 9 1
4 1 3
9 6 8
7 5 2
9 6 7
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greatly encouraged by the

brighter prospects at this
airline. This contract represents a commitment from the
company and the pilots to the
future of Wasaya, said Capt.
James Harding, the pilots
Master Executive Council
chairman. Were pleased
that we were able to reach an
agreement that helps pilots
make Wasaya a long-term
career option and helps
create job security for those
pilots who stuck through the
difficult times.
Wasaya Airways flies cargo
and passengers throughout
Northern Ontario from its
base in Thunder Bay and
Emergency
Vision
provides essential service

to a number of First Nation
communities.
\\PSA Signs Pilot

Compensation LOA
Dion Flannery, PSA president,

left, and Capt. Travis Ricks, the PSA
Master Executive Council chairman,
shake hands after signing the letter of
agreement.
Assurance
On October 6, Capt. Travis

Ricks, the PSA pilots Master
Executive Council chairman, and Dion Flannery, PSA
president, officially signed a
letter of agreement (LOA) that
solidifies the pilot compensation changes that PSA implemented in September. The
LOA provides for significant
hourly pay increases for first
officers, a retention bonus
of up to $20,000 for current
and new-hire first officers,
and a $7,500 retention bonus
for captains. The agreement
constitutes the most comprehensive pilot pay package in
the regional industry.
This pay package, com-
System
When smoke fills your cockpit...

Will you be protected?
1-844-VSC-EVAS (1-844-872-3827)
VisionSafe.com
ALPA
Negotiations
Update
bined with our flowthrough agreement
with American Airlines,
makes PSA the airline of
choice for those looking
for a career as an airline
pilot, said Ricks during
the signing at Charlotte
Douglas International
Airport. We are pleased
that we were able to
work with PSA management and play an active
role in the growth of our
airline.
Todays agreement
elevates PSA to the top
Pictured with Milwaukee International Airport
of the regional industry
aircraft rescue and firefighting personnel are Air
in pilot compensation
Wisconsin pilots Capt. Dan Lehenbauer, central
and is an important
air safety chairman (left), and Capt. Bob Hammilestone for us to hire
mond, chief U.S. airport safety coordinator.
the best and brightest
future aviators in the
industry, said Flannery.
cockpit shutdown proceWe appreciate the coordinadures. With ALPA participation with ALPA leadership
tion, the training allowed
to achieve this milestone,
each ARFF member to open
and we are proud to work
and close all doors and exits
together to continue on our
from inside and out, occupy
growth mission and offer PSA
the cockpit seats and use the
pilots the most stable career
seat harness, and execute an
path in the industry.
engine and APU shutdown
procedure. The ARFF crews
expressed their appreciation
\\Air Wisconsin Pilots
Support ARFF Training at to the pilots while acknowlMilwaukee International edging that they had never
As part of their ongoing
efforts to promote aviation
safety, Air Wisconsin pilots
Have you read a
collaborated with aircraft
book that youd like
rescue and firefighting (ARFF)
to review for Air Line
crews at Milwaukee InterPilot?
national Airport (MKE) for a
multiday ARFF training event.
To have a review published
The training was conin the magazine, you must
ducted over a three-day
be a member in good standperiod from September
ing, and you cannot be the
1315 so that all shifts of
author of the book youre
the MKE ARFF crews could
reviewing. Reviews should
participate. Training included
be no longer than 350 words
a short classroom discussion
and should include the
on all CL-65 exits, doors, and
seen some of the cockpit

items before.
\\Affected by Hurricane
Matthew? P4P Can Help
Communities in parts of coastal and inland North Carolina
continue to recover from the
devastation of Hurricane Matthew, which killed hundreds of
people in Haiti and other parts
of the Caribbean and dozens
in the United States. Storm
repairs are estimated to cost
$4 to 6 billion.
The ALPA Emergency Relief
Fund, or Pilots for Pilots (P4P),
continues to receive grant
requests from ALPA members
from pilot groups including
United, Envoy Air, and Spirit.
P4P relies solely on contributions, and 100 percent
of these gifts goes to aid
members and their families
in need.
Most importantly, please
remind your fellow ALPA
members who were adversely affected by the hurricane
that P4P is available, if they
need it.
To request a grant, make a
donation, or for more information on P4P, go to www.
alpa.org/relieffund.
Read a Good Book Lately?

number of pages, publisher,
and where the book can be
purchased. Reviews should
be e-mailed to Magazine@
alpa.org. If Air Line Pilots
editorial review board
approves the review, your
review could appear in a
future issue of the
magazine.
Happy reading!
The following is a summary

of the status of ALPA contract
negotiations by airline as of
October 21:
Air Transport InternationalA
Section 6 notice was received
on Dec. 5, 2014. Negotiations
continue November 24 and
December 2729.
Air WisconsinA Section 6
notice was filed on Oct. 1, 2010.
Air Wisconsin filed for mediation on June 17, 2013. Pilots
and management reached a
tentative agreement on Aug. 4,
2015. The pilots rejected the
tentative agreement on Oct.
7, 2015. Mediation continues
November 1517.
Canadian NorthA notice to
bargain was filed on Sept. 30,
2016. Negotiations continue
November 2225 and December 1316.
DeltaA Section 6 notice was
filed on April 6, 2015. Pilots and
management reached a tentative agreement on June 4, 2015.
The pilots rejected the tentative
agreement on July 10, 2015.
Pilots and management reached
a tentative agreement on Sept.
30, 2016, which is going before
the pilots for membership
ratification, with voting opening
on November 10 and closing on
December 1.
FrontierA Section 6 notice
was filed on Dec. 3, 2015. The
pilots filed for mediation on
Sept. 22, 2016.
HawaiianA Section 6 notice
was filed on Feb. 17, 2015. An
application for joint mediation
was filed on Oct. 23, 2015.
Mediation is under way.
Jazz AviationA notice to
bargain was filed on March 28,
2016. Negotiations are under
way.
JetBlueA Section 6 notice was
filed on March 2, 2015. Negotiations continue November 711
and November 28December 2.
MesaA Section 6 notice was
filed on Sept. 10, 2010. Pilots
and management reached a
tentative agreement on July 23,
2015. The pilots rejected the
tentative agreement on Oct. 2,
2015. Negotiations continue
November 711 and December
68.
SpiritA Section 6 notice
was filed on April 28, 2015.
Mediation continues November
1517 and Jan. 1820, 2017.
Virgin AmericaA notice to
bargain was filed on Jan. 11,
2016. Negotiations were suspended due to the merger with
Alaska Airlines and negotiating
a joint collective bargaining
agreement.
News Update
Education Committee Update

ALPA Promotes Aviation Safety at Indiana State University
ALPA recently participated in Indiana
State Universitys (ISU) annual flight
academy safety briefing as part of a
strategic initiative to mentor aspiring
aviators. F/O Richard Swindell (United),
ALPAs Professional Development
Group (PDG) chairman, and Capt. Eric
Schafhauser (Delta) met with approximately 150 ISU aviation students on
September 1921, delivering an overview of ALPAs role in aviation safety
and the importance of safety reporting
and data mining in the industry. They
also previewed the new upset recogni-
tion and recovery training program that

will be implemented by all FAR Part 121
airlines by March 2019 and answered
students questions.
Working under the PDG umbrella,
the Associations Education Committee
promotes the airline piloting profession, mentors aspiring aviators, and
prepares future generations of pilots
to join the ranks of ALPA members. For
more information or to get involved,
go to www.alpa.org/member to access
the Education Committees webpage or
send an e-mail to Education@alpa.org.
Capt. Eric Schafhauser (Delta) speaks with Indiana State University students.
Capt. Roger Hall (United, Ret.), who led the

United pilots through
the strike of 1985
and helped defeat
United managements
attempt to impose a two-tier
wage system, died on October 7
following a lengthy illness.
Capt. Hall was always recognized as a true line pilots
rep. While serving our pilots in
numerous positions, he always
continued to fly line trips. All
pilots represented by the Air Line
Pilots Association owe him and
his family a debt of gratitude. His
leadership, courage, and determination throughout his career
helped set the gold standard for
unionized labor, and we continue
to be inspired by his legacy,
said Capt. Todd Insler, the United
pilots Master Executive Council
(MEC) chairman.
Hall, who had a reputation
for firm diplomacy, had a long
history of serving his pilot group
and the Association, including
his positions as local council
representative, United Negotiating Committee chairman, United
MEC chairman, and ALPA first vice
president.
In Memoriam
To fly west, my friend, is a flight we all must take for a final check.Author unknown
2015
F/O S. Jarvits
Continental
Capt. Wardie J. Jarvis III
Piedmont
September
Capt. John S. Wallace
TWA
December
March
2016
Capt. Ed H. Highfill
Eastern
Capt. D.L. Jenkins
US Airways
April
Capt. W.E. Pitts
Delta
April
Capt. Jack C. Acord
Northwest
July
Capt. Robert A. Ballard
Delta
July
F/O Richard C. Luneberg
TWA
July
Capt. Michael T. Marziani
Piedmont
July
Capt. Glenn Spike Squires
Continental
July
Capt. William D. Wilkerson
United
July
Capt. W.J. Carrigg
United
August
Capt. James R. DeLuca
Delta
August
January
Capt. William F. Rohac
Delta
August
Capt. Paul R. Murphy
Eastern
September
Capt. J.C. Tacker
Hawaiian
August
Capt. Billy D. OBar
FedEx Express
September
F/O David B. Bagby
United
September
Capt. Dean E. Robnett
Delta
September
Capt. Joe H. Bartling
TWA
September
S/O Paul Satterfield, Jr.
Airlift
September
Capt. Warren C. Boyes, Jr.
Delta
September
Capt. Gregory A. Slader
United
September
Capt. Ray M. Buck, Jr.
Northwest
September
Capt. Stanley S. Smilan
United
September
Capt. Chester A. Eklund
Northwest
September
Capt. R.G. Titus
United
September
Capt. Gramer Foster
Northwest
September
Capt. David C. Warner
FedEx Express
September
Capt. Jan T. Jonas
Delta
September
Capt. William R. Erwin
Delta
October
Capt. James B. Kenney
Delta
September
Capt. Earl E. Evans, Jr.
Delta
October
Capt. Ronald F. Lewis
United
September
Capt. Roger Hall
United
October
Capt. Robert Lowenthal
Northwest
September
Capt. George E. Hise II
United
October
Capt. Ernest R. Maxwell, Jr.
Delta
September
Capt. Sean F. McCarthy
US Airways
October
Capt. Reginald J. McCrary
Delta
September
Capt. Edwin L. Moir
Delta
September
Compiled from information provided by ALPAs

Membership Administration Department
Top photo: Air Line Pilot photo archives
Capt. Roger Hall

Flies West
Legislative Update
Congress Avoids Government
Shutdown; Passes Stopgap
Spending Bill
Before Congress recently adjourned,
Democrats and Republicans successfully avoided a government
shutdown by negotiating a stopgap
spending bill that includes $1.1 billion for Zika funding and $500 million for flood recovery in Louisiana,
Texas, and other states.
The lame-duck session of Congress

will resume November 14 following the general election, with first
votes planned for that week. Work
remains to pass 11 of the 12 FY2017
appropriations measures beyond
December 9. President Obama has
also promised to seek a vote approving the Trans-Pacific Partnership and
ratifying Merrick Garlands nomination to the Supreme Court.
ALPAs focus for the remainder of
the year will be the Associations
ASO Update
ASO Conducts Advanced
Accident Investigation Course
In late September, ALPAs Air Safety
Organization (ASO) conducted its semiannual Advanced Accident Investigation
Course (AAIC) in Grand Forks, N.D., with
the continued support of the University of
North Dakota and the Grand Forks Airport
Authority, which again made its donated
FedEx B-727 available for the course.
Fourteen ALPA pilots from eight pilot
groups and an International Federation of
priority issues contained in the

pending appropriations measures,
including funding for NextGen.
Additionally, ALPA will continue its
#DenyNAI campaign at least until
the next president takes office in
January 2017. Democratic presidential nominee Hillary Clinton has
committed to deny Norwegian Air
Internationals application outright,
while discussions on the subject
continue with Republican nominee
Donald Trump.
Air Line Pilots Associations pilot investigated a mock accident during the course.
Attendees participated on various investigation working groups, including Aircraft
Systems, Operations, Structures, Survival
Factors, and CVR.
After documenting the factual information, participants developed field notes
comparable to those prepared during
an NTSB investigation. By the end of the
course, all attendees had an understanding of their role and responsibilities in
conducting accident investigations and
were prepared to participate in an accident investigation if needed.
New ALPA
Reps
As of October 11, the Election
Ballot and Certification Board
certified elections results for
the following local councils
Air Transat F/O Louis-Eric

Mongrain, Vice Chairman
(F/O Rep)
Air Transat F/O Mian A.
Zaheen, Secretary-Treasurer
JetBlue 197 Capt. Joseph Adkins, Jr., Secretary-Treasurer
Piedmont 35 Capt. Jose
Vides, Secretary-Treasurer
PSA 69 F/O Jerrad Pennington, Secretary-Treasurer
100 YEARS
OF BUILDING
TOMORROW
In less than a century, Boeing took the world from seaplanes to spaceplanes,
across the universe and beyond. If you thought that was amazing, just wait.
News Update
Canada
ALPA DISCUSSES CURRENT ISSUES AT
RECEPTION IN CANADA
In late September, Capt. Dan Adamus
(Jazz Aviation), ALPAs Canada Board

president, attended a special Leaders Reception hosted by the Canadian
government. In conjunction with the
International Civil Aviation Organization (ICAO) World Aviation Forum,
Visit Us At NBAA
Booth #1227
Put Your ALPA Pride

On Display
Youre not just any pilot.
By popular demand, ALPA is offering ties free of charge to active

members in good standing. A
must-have for any ALPA pilot, the
ties come in four options:
Why fly with just any headset?

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To check the status of your
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Watch Headset Video
Air Line Pilot November 2016

16
230-30633REV3 DC PROX 450x725AP.indd 1
aviation industry leaders from around

the world were invited for an informal
gathering with key government officials to discuss current air transport
issues.
ICAO, a United Nations agency,
develops international aviation
principles and procedures, as well as
fosters the planning and development
of international air transport. Through
ALPAs role with the International
Federation of Air Line Pilots Associations, ALPA serves as an official ICAO
representative and is instrumental in
developing international standards
that help ensure the safety of global
aviation.
9/2/16 5:17 PM
Industry Stats
Domestic Airline
Airfare
(Ination-Adjusted $)
$387
Q1 2013
$379
$385
$387
Q1 2012
$380
$370
$392
$390
$361
$360
$359
According to the latest data from the

Department of Transportations Bureau
of Transportation Statistics (BTS), the
average domestic airfare decreased to
$361 in the first quarter of 2016, down
7.8 percent on an inflation-adjusted basis
from $392 in the first quarter of 2015.
The average airfare of $361 for the first
quarter of 2016 is the lowest since the
first quarter of 2010.
The substantial decrease in average
airfare during the first quarter of 2016 is
not surprising, given the current environment of excess capacity. Average airfare
was much higher between 2012 and 2014
when airlines exercised more capacity
control and supply and demand were
more aligned.
U.S. airlines have been actively trying
to raise fares in 2016. A total of eight attempted across-the-board fare increases
have occurred so far this year, compared
to just five in 2015. An across-the-board
fare increase is considered successful when one airline announces a fare
increase and other airlines match the
increase.
Regardless of the number of successful fare increases in 2016, unit revenue
trends remain depressed and, in fact, have
declined quarter over quarter since 2015.
U.S. Average Domestic Airfare

$400
$350
$340
Q1 2010
Q1 2011
Q1 2014
Q1 2015
Q1 2016
SOURCE: BTS and ALPA E&FA analysis
Attempted Fare Increases for 2016

Date
Initiating Carrier
Roundtrip
Amount
Status
January 4
Delta
$8
Successful
February 3
JetBlue
$6
Failure
February 10
JetBlue
$6
Successful
February 18
Delta
$6
Failure
February 19
Southwest
$10
Successful
March 2
American
$6$20
Failure
May 12
Delta/Southwest
$4$8
Successful
July 27
JetBlue
$2
Successful
SOURCE: Company reports, press releases, analyst reports, and ALPA E&FA analysis
MARKETWATCH
AIRLINES
PARENT COMPANY
Hawaiian
Hawaiian Holdings, Inc.
Air Transport International
Air Transport Services Group, Inc.
Atlantic Southeast, ExpressJet
SkyWest, Inc.
Virgin America
Virgin America, Inc.
Bearskin, Calm Air
Exchange Income Corporation1
FedEx Express
STOCK SYMBOL
9/30/2015
9/30/2016
% CHG.
NASDAQ: HA
$24.68
$48.60
96.92%
NASDAQ: ATSG
$8.55
$14.50
69.59%
NASDAQ: SKYW
$16.68
$26.41
58.33%
NASDAQ: VA
$34.23
$53.51
56.32%
TSX: EIF
$24.30
$35.20
44.86%
FedEx Corporation
NYSE: FDX
$143.98
$174.68
21.32%
Jazz Aviation
Chorus Aviation2
TSX: CHR.B
$5.47
$6.15
12.37%
United
United Continental Holdings, Inc.
NYSE: UAL
$53.05
$52.47
-1.09%
Envoy Air, Piedmont, PSA
American Airlines Group, Inc.
NASDAQ: AAL
$38.83
$36.61
-5.72%
Spirit
Spirit Airlines, Inc.
NASDAQ: SAVE
$47.30
$42.53
-10.08%
Delta, Endeavor Air
Delta Air Lines
NYSE: DAL
$44.87
$39.36
-12.28%
Air Transat
Transat A.T., Inc.
TSX: TRZ
$7.36
$6.30
-14.40%
Alaska
Alaska Air Group, Inc.
NYSE: ALK
$79.45
$65.86
-17.11%
JetBlue
JetBlue Airways Corporation
NASDAQ: JBLU
$25.77
$17.24
-33.10%
Exchange Income Corporation declared eligible dividends totaling$0.1675per share for the month of September on Sep. 16, 2016.
Chorus Aviation, Inc. announced a monthly dividend of $0.04 per Class A and Class B shares for the month of September on Sep. 21, 2016.
On the Record
You have to understand that the

[Transportation Security Administration] is
integral to the effective and efficient operation
of the system. It needs to transform. It needs
to modernize. You have to think about a way
to sustain that into the future. And its more
than just wait times, its a security issue.
Peter Neffenger, Transportation Security Administration administrator, at the
Airlines for America Commercial Aviation Summit
The real joy of

volunteering at the
Girls in Aviation day
centered around
paying it forward to
the young girls in
attendance.... I count it
a rewarding privilege
to have been part of
our diverse group,
inspiring these teens to
consider the myriad of
aviation career options
available.
F/O Stefanie Sun (United)
The quotes on this page are

compiled from congressional
testimony, speeches, news
clips, and other public
documents. ALPA does
not necessarily endorse
these views but rather is
informing members of recent
statements by significant
industry stakeholders.
The main plotline

from Sully is that
a well-trained flight
crew is the single
most important
safety feature of
airline operations.
Professional airline
pilots are prepared
for every situation
they encounter on
the ground and in
flight, including bird
strikes.
Capt. Steve Jangelis (Delta) in an
op-ed featured in The Hill
The government of Canada recognizes that, through

global cooperation and efforts to ensure the seamless
transport of passengers and goods, new ways can be
found to help ensure the air transportation system is
safe, secure, efficient, and environmentally sustainable. I
was pleased to discuss these issues with my international
colleagues at this historic event. As host country, Canada
remains deeply committed to providing all the necessary
support to [the International Civil Aviation Organization]
and its diplomatic community.
The Honourable Marc Garneau, minister of transport, at the 39th International Civil
Aviation Organization Assembly
Air Line Pilot Feature Article CARGO: STATE OF INDUSTRY
Analysis &
Forecast
of the Air Cargo Industry

By ALPA Economic & Financial Analysis Staff
the average growth has increased 4.1
percent from 2015. Nevertheless, freight
traffic growth for 2016 remains below the
figures posted between 2013 and early
2015 (see Figure 2, page 20).
Regional differences also exist in
freight traffic trends. Only Europe
and the Middle East have experienced
growth this year. Europe posted a 4.7
percent increase year to date and had the
strongest August traffic performance, up
6.6 percent. Much of this increase comes
from improved manufacturing levels.
Just recently, the German Purchasing
Managers Index reached its highest level
in 18 months. While the Middle East had
the strongest rate of growth year to date
through August, 5.8 percent, it saw only
a 1.8 percent growth rate in August. This
trend is due to slowing economic growth
between the Middle East and Asia. And
based on growth in Europe, analyses
indicate that more direct flying between
Europe and Asia is at play.
For the year, Asia-Pacific freight traffic
Figure 1 | Growth in World Trade Volumes

20%
15%
10%
5%
0%
-5%
-10%
-15%
-20%
08
Q3
08
Q1
09
Q3
09
Q1
10
Q3
10
Q1
11
Q3
11
Q1
12
Q3
12
Q1
13
Q3
13
Q1
14
Q3
14
Q1
15
Q3
15
Q1
16
Q1
07
-25%
Q3
Illustration: Gettyimages.com
ECONOMIC GROWTH CHALLENGES

The air cargo industry is heavily tied to
the demands of world trade and industrial production levels. Because of the
decline in these two segments of the
economy, the air freight industry has
also been affected. The 20082009 global
financial crisis significantly changed
the landscape of global trade. Prior to
the crisis, trade volumes grew between
five and seven percent annually, and
air freight traffic was strong. However,
after the crisis, trade volumes have only
reached growth levels of three percent.
Much of this is due to rebalancing in
China (a structural transformation that
involves increased private consumption
and a lower trade surplus) and its effect
on other emerging Asian markets. In addition, the Eurozone crisis has curtailed
global trade growth.
According to the World Trade Organization, world trade volume will grow
more slowly than expected in 2016,

expanding by just 1.7 percent, well below
the earlier April forecast of 2.8 percent.
This year would mark the slowest pace
of trade and output growth since the financial crisis of 2009, and some consider
this the new norm. The forecast for 2017
is also lower than previously anticipated,
with world trade now expected to grow
only between 1.8 percent and 3.1 percentdown from a previous forecast of
3.6 percent (see Figure 1).
As a result of much lower world trade
levels, air freight traffic has grown very
little in 2016. Through August, freight
traffic was up 1.4 percent compared to
2015, with international freight traffic up
1.1 percent. Year-over-year comparables,
however, are somewhat misleading given
the strong demand rates in early 2015
due to the West Coast port shutdown.
Conversely, there have been recent signs
that air freight demand is improving. In
August, freight traffic was up 3.9 percent
from a year ago; in the last three months,
Q1
0
he air cargo industry faces many of

the same challenges that the passenger airline industry has seen in 2016:
slow economic growth, reduced yields,
and overcapacity. In addition to these
challenges, the air freight industry is also
experiencing reduced demand as global
trade slows, more exposure to currency
fluctuations, and the effects of lower fuel
surcharges as oil prices have fallen.
ALPAs Economic & Financial Analysis
Department takes an in-depth look at this
sector of the industry, with a focus on
potential economic challenges, mergers
and acquisitions, the growing capacity
from widebody belly transport, and ecommerceall factors that will continue
to shape the air cargo industrys financial
and operational results in the year ahead.
Source: World Trade Organizations Trade Statistics and Outlook (09/27/2016)
has declined 0.8 percent, but this area did

see stronger growth rates in July and August5.0 percent and 2.8 percent, respectively. The Asia-Pacific region is expected
to be the worlds largest retail commerce
market in the years ahead, but the region
will also see greater competition among
e-commerce players. This will result
in the increased demand for improved
infrastructure and logistics in the region
in order to fuel that growth. In particular,
Southeast Asia has an underdeveloped
digital payment system infrastructure
and a weak logistics framework.
North American freight airlines had a
5.5 percent increase in freight traffic in
August, while year to date the level is flat.

The strength of the U.S. dollar has put U.S.
exports under pressure. Latin American
freight continues to drop, falling 3.3
percent in August and 4.8 percent for the
year. African freight traffic rebounded in
August, posting a 3.7 percent gain, but remains below last year by 1.6 percent. This
increase is primarily attributed to the
recent expansion of Ethiopian Airways.
However, the load factors for African
carriers were just 22.2 percent in August,
nearly half that of the industry average
(see Figure 3).
FedEx Express and UPS are the largest
movers of domestic freight, while Emir-
Figure 2 | Air Freight Traffic Unable to Meet Capacity

Freight Traffic
YoY % Change
Freight Capacity
15.0%
10.0%
5.0%
0.0%
-5.0%
Jan
-12
Ma
r-1
Ma 2
y-1
2
Jul
-12
Se
p-1
2
No
v-1
2
Jan
-13
Ma
r-1
Ma 3
y-1
3
Jul
-13
Se
p-1
3
No
v-1
3
Jan
-14
Ma
r-1
Ma 4
y-1
4
Jul
-14
Se
p-1
4
No
v-1
4
Jan
-15
Ma
r-1
Ma 5
y-1
5
Jul
-15
Se
p-1
5
No
v-1
5
Jan
-16
Ma
r-1
Ma 6
y-1
6
Jul
-16
-10.0%
Source: IATAs Freight Market Analysis Reports
Figure 3 | YTD August 2016 Freight Traffic Growth

5.8%
6.0%
4.7%
4.0%
Industry - 1.4%
2.0%
0.0%
0.0%
-2.0%
- 1.6%
- 0.8%
-4.0%
- 4.8%
-6.0%
Africa
Asia Pacic
Source: IATAs Freight Market Analysis Reports
Europe
Latin America
Middle East
North America
ates is now the largest carrier of international freight in the world, followed
closely by Cathay Pacific and Lufthansa.
Overall, however, FedEx remains the
largest mover of air freight. FedEx should
see a significant increase in the amount
of international freight measured now
that the companys purchase of TNT is
complete. TNT was a dominant player
in the EU freight market. Adding TNTs
freight traffic to FedExs would give
FedEx a nearly 40 percent gain over its
closest competitor.
Although the air cargo sector is facing
some challenges, its showing small signs
of improvement. Increases in Eurozone
manufacturing and export orders are
likely to support air freight demand in
the coming months for carriers in this
region. The recent bankruptcy filing of
the large ocean-shipping firm Hanjin,
based in South Korea, may also spur
demand as the peak holiday season arrivesthough analysts believe that the
Hanjin bankruptcy will have less impact
on air cargo than the West Coast port
shutdown in 2015. Despite these small
signs of improvement, analysts remain
cautious about the industrys overall outlook as global economic growth is slow
and capacity in the air freight industry
continues to outpace demand.
CAPACITY CHALLENGES
For the year, freight capacity was up
5.6 percent industrywide by the end of
August, significantly ahead of the freight
traffic growth of 1.4 percent. Capacity in
the air freight market has been affected
by both an increase in the number of airframes and upgauging. Currently, freighters make up approximately 8 percent of
the in-service aircraft fleet. FedEx, UPS,
and DHL combined operate more than
40 percent of the worldwide freighters in
service today, according to the CAPA fleet
database.
Since 2008, new widebody freighter
deliveries have outpaced retirements by
17 percent in terms of payload capacity. New widebody freighters include
A330-200Fs and B-747-800s, -767-300Fs,
accounting for almost three quarters of

worldwide e-commerce growth (see Figure
6, page 22).
Much of the recent e-commerce growth
comes from Amazon, which started out
as an online bookseller in 1994 but now
sells everything from large-screen TVs to
mattresses to trampolines to everything
in between. In 2015, Amazon generated $107 billion in sales, compared to
Walmarts e-commerce sales of around
$13.5 billion and Targets e-commerce
sales of approximately $2.5 billion.
Distributing all of these vastly different products overnight or within two-day
time frames is forcing many air cargo
companies to adapt to a new business
Figure 4 | 20-Year Freighter Fleet Forecast

3,000
# of Freighters
2,500
Growth
2,000
1,500
Replacement
1,000
500
Retained
0
2015 Fleet
2035 Fleet
Source: 2016 Boeing Commerical Forecast
Figure 5 | Cargo Revenue Hurt by Low Demand/Falling Yields

Cargo Revenues
Cargo Yield, % Chg
$80
20.0%
$70
15.0%
$60
10.0%
$50
5.0%
$40
0.0%
$30
-5.0%
$20
-10.0%
$10
-15.0%
$0
-20.0%
% Chg YoY -Yield
THE RISE OF E-COMMERCE

Traditional freight traffic continues to
make up the bulk of freight transported
by air; and while this remains subdued,
theres growth in other segments of the
air freight industry. One of these areas is
e-commerce, which includes the sales of
goods and services through the Internet

via any device regardless of the method
of payment or fulfillment (e-commerce
excludes travel and event ticket sales over
the Internet). Strong consumer demand
and buying habits are mitigating some of
the negative effects of the recent industrial recession and slowing international
trade, with e-commerce becoming a
growing driver of the air cargo industry.
In 2015, worldwide e-commerce sales accounted for 7.4 percent of total retail sales.
Its estimated that e-commerce sales will
increase more than 25 percent in 2016, and
average growth rates of 21 percent are expected for the next four yearswith most
of this growth in the Asia-Pacific region,
$ Billions Revenue
and -777Fs, most of which are larger and

more fuel efficient than the B-747-200s
and old DC-10s and MD-11s being retired.
In addition, with lower fuel prices, the
pace of aircraft retirements has slowed.
According to both Boeing and Airbus, the
all-freighter fleets in service should grow
between 35 and 40 percent in the next 20
years (see Figure 4).
Capacity growth is further fueled by
the increase in widebody passenger jets
and the belly space these aircraft provide
for hauling freight. The number of new
widebody passenger aircraft deliveries
totaled 355 units in 2015, up from 158 new
deliveries in 2010. Of the more than 5,000
widebody jets in service today, 80 percent
are passenger aircraft, although FedEx
has more widebody jets in service than
American, Delta, or United.
According to Cargo Facts, air freight
transported in the belly of passenger airlines accounted for 13.6 percent of total
cargo in 2015, up from 11.7 percent in
2009. These widebody passenger aircraft
are operating increased frequencies (i.e.,
carrying more capacity) on some of the
most lucrative trade routes. While carrying cargo on passenger airlines is helping
the financial performance of those airlines, its leading to falling pricing power
for cargo carriers and lower cargo yields.
Yields have fallen between 5 and 6
percent since January and are expected to
decrease 8 percent from 2015. Yet, this is
an improvement from 2015, when yields
declined nearly 18 percent. With capacity
continuing to grow and demand falling,
analysts expect that it could take time
for freight yields to rebound. Still, some
carriers in certain regions continue to see
demand increase, which is contributing
to those areas posting stronger results
(see Figure 5).
Source: IATAs Cargo Chartbook 2Q 2016
due to tremendous growth last year, the

e-commerce giant recently signed a fiveyear deal with ATSG, the parent company
of Air Transport International and ABX
Air, to operate 20 B-767s to transport its
shipments. In addition, Atlas also signed a
similar 710 year agreement with Amazon
to operate 20 B-767s.
While ATSG and Atlas now have an in
with the biggest e-commerce provider in
the world, its not likely that they can fully
replace FedEx and UPS, which have vast
fleets of airplanes and vehicles, as well as
very efficient distribution centers that are
far superior to those of other operators.
model. Success in this sector hinges not

only on the ability to adjust to changing customer requirements but also to
compete effectively with customers that
rely on the significant belly space of
widebody passenger fleets.
Not surprisingly, shipping costs for
these e-tailers can run into the billions
of dollars. Last year, Amazons shipping
costs as a percent of its revenue were
nearly 11 percent, or almost $11 billion.
As a result, Amazon is focused on finding
ways to reduce these expenses.
Although Amazon had relied solely on
both FedEx and UPS for its shipping needs,
Figure 6 | Worldwide Retail E-Commerce

Ecommerce Sales Worldwide-$ Trillions
26.3%
% Chg
% of Total Retail Sales
25.1%
22.7%
21.9%
$3.578
20.7%
18.7%
$3.015
$2.498
$2.050
$1.671
$1.336
7.4%
6.3%
2014
2015
11.4%
9.9%
8.6%
2016
12.8%
2017
2018
2019
Source: E-Marketer, Inc.
Figure 7 | U.S. Freight Companies Pretax Profit Margins

UPS
16%
FedEx Express
ATSG
Atlas
14%
12%
10%
8%
6%
4%
2%
Source: Company documents and ALPA E&FA analysis.

Data exclude special items and one-time events. FedEx results are operating margins for express segment.
2Q
16
1Q
16
4Q
15
3Q
15
2Q
15
1Q
15
4Q
14
3Q
14
2Q
14
1Q
14
4Q
13
3Q
13
2Q
13
1Q
13
4Q
12
3Q
12
2Q
12
1Q
12
0%
Amazons market dominance is also

giving it considerable bargaining power
with its freight distribution partners.
Now with additional partners to deliver
customers orders, Amazon may have
even more power in setting package
freight rates, which may result in lower
yields for FedEx and UPS.
FINANCIAL PERFORMANCE
As air freight companies face declining
traditional freight volumes and increasing e-commerce and express logistics,
analysts would expect to see some inconsistencies in their financial performance.
However, the data suggest otherwise.
Freight companies are still profitable
despite lower traffic and higher capacity (see Figure 7). Much of the profit can
be attributed to increased e-commerce
business and to lower fuel costs. Unfortunately, lower fuel costs also contribute
to lower revenues from lower surcharges,
especially at FedEx and UPS.
FUTURE OUTLOOK
The air cargo segment is a wide-ranging
industry with various types of operators,
each filling a particular niche of freight
demand. As the market changes with less
international trade and more regional
delivery, these niches may evolve as well.
With more than 87 percent of the express
logistics aircraft in service, FedEx, UPS,
and DHL are the three primary companies in the e-commerce freight market.
Other carriers that operate freighters are
being forced into niche operations. This
may mean more streamlined aircraft
fleets and narrower flying routes because
of specialization. In addition, the growth
of e-commerce as well as distributed
manufacturing could create demand
for new express/regional small-package
delivery networks.
Air cargo and supplemental carriers are
in different positions in the business profit
cycle than passenger airlines, and they,
too, vary individually as to where they are
on the cycle. Still, moderate weakness in
trade volumes indicates slower air freight
traffic in the year ahead.
Air Line Pilot Feature Article CARGO: SAFETY
CLOSINGTHEGAP

in Cargo Safety
By Corey Caldwell, Contributing Writer
One of the
principles ALPA
was founded on,
and its guiding
motto, is Schedule
with Safety.
ong after most airport operations wind down

for the day, the professional pilots who transport cargo are preparing for a night of flying.
These pilots have the identical training requirements and often fly the same type of aircraft that
carry passengers around the world; yet instead
of delivering people to their destinations, theyre
ensuring that more than 50 million metric tons of
cargo arrive safely to all corners of the globe in all
Photo:
Photo: Gettyimages.com
kinds of weather and operating conditions.
Air Line Pilot Feature Article CARGO: SAFETY
Cargo pilots have the same

type rating and flying experience
as their passenger airline counterparts. However, unlike their
colleagues, all-cargo pilots are subject to
fewer crucial safety regulations.
All-cargo flying is some of the most
challenging aviating that a pilot can
do. We carry all kinds of loads halfway
around the world, from the frozen
north to the deserts of Africa and
everywhere in between, with hazardous materials on board, and normally
in the dead of night when most others
are asleep, said Capt. Joe DePete, ALPAs
first vice president and national safety
coordinator.
One of the principles ALPA was founded on, and its guiding motto, is Schedule
with Safety, regardless if a pilot transports passengers or cargo. Unfortunately,
despite the Associations tireless efforts,
a disparity in safety exists between
passenger and cargo operations.
Government regulators often use
a cost-benefit analysis to determine
the value of safety improvements.
This archaic process measures lives lost
in previous accidents to estimate the
number of lives that could be saved in
the prevention of future accidents. Thus,
cargo operations piloted by flightcrew
members transporting goods are not
regarded in that same manner as passenger operations piloted by flightcrew
members carrying hundreds of passengerswhich does not result in one level
of safety.
Because an accident is an accident
regardless of an aircrafts payload and
the number of lives lost, this cost-benefit
analysis process must be changed so
that airline safety levels reach the FAAs
targeted safety goals. Until this occurs,
air cargo operations will continue to
operate under different regulations and
safeguards than passenger operations
which have greater protections against
the potential for lithium battery fires,
operate under science-based flight- and
duty-time rules, and have access

to on-airport aircraft rescue and
firefighting services.
LITHIUM BATTERIES
There have been some important recent
regulatory and operational developments regarding the safe air transport
of lithium batteries. After extensive
discussions by government regulators and industry stakeholders on the
hazards of lithium batteries and the need
for significant changes in the way that
theyre transported, efforts are finally
under way to develop packaging standards to contain the harmful effects of
batteries that go into thermal runaway.
As this issue goes to press, the International Civil Aviation Organizations Dangerous Goods Panel is
convening to evaluate a variety
of issues pertaining to the
air transport of lithium
batteries.
SCIENCE-BASED FLIGHT- AND DUTY-TIME
RULES
Because of an outdated cost-benefit
analysis, in 2014 the FAA created two different levels of safety within FAR Part 121
operations by excluding cargo operations
from the new science-based rules contained in the final version of FAR Part 117.
Updating the outdated flight- and dutytime rules and minimum rest requirements that apply to cargo operations has
been one of ALPAs top priorities.
Meanwhile in Canada, Transport
Canada announced this summer equally
long-overdue recommendations to implement a timeline for new flight- and dutytime regulations for all airline pilots.
To ensure that all pilots are included
in these new rules, Transport Canada
is giving some airline operators until
2021, or perhaps longer, to implement
the regulations.
ALPA has been working with Canadian regulators on establishing a
single, timely implementation process

for all Canadian carriers while also advocating that the U.S. government develop
and adopt a new cost-benefit analysis
that creates one level of safety for both
cargo and passenger operations.
ON-AIRPORT AIRCRAFT RESCUE AND
FIREFIGHTING SERVICES
Approximately 90 percent of all
airline accidents occur on or
within one mile of an airport,
which makes both passenger
and cargo airliners a potential threat
to people and the infrastructure in the
surrounding areas. The additional threat
posed by a cargo aircraft accident in
these areas comes from the toxic footprint potentially created if large quantities of hazardous materials are carried
on board.
Aircraft rescue and firefighting services are provided for passenger-carrying
airplanes involved in accidents and
incidents that occur on airport property,
but they are not required for all-cargo
operations. ALPA has long pushed for
aircraft rescue and firefighting services
capability at all airports during cargo operations and strongly advocates that fire
services training be required to include
cargo airliners for on- and off-airport
fire departments. In addition, requiring
onboard, active fire-suppression systems
in all cargo compartments would help
reduce the threat of uncontained fire
activity.
ALPA will continue to advocate that
cargo airline operations are afforded
the same regulations and safeguards
as passenger operations so that one
level of safety applies to both cargo- and
passenger-carrying pilots.
Air Line Pilot Feature Article CARGO: SECURITY
All-Cargo Common Strategy

By F/O Preston Greene (FedEx Express), ALPA Presidents Committee for Cargo Vice Chairman
Photo: F/O Brett Wells (FedEx Express)
he Transportation
Security Administration
(TSA) has stated that the
potential for an aircraft hijacking poses the highest security
threat to all-cargo operations,
yet the all-cargo sector of the
airline industry is not afforded
the same security protections
against this threat as the
passenger-carrying sector.
In spite of the many aviation
security improvements made
since 9/11, one level of security
does not yet exist for all-cargo
operations.
Since 9/11, the U.S. government has mainly focused on
the security of both airline passengers and the cargo transported on passenger aircraft.
As a result, all-cargo operators
are not required to employ
many of the protections
provided to passenger airline
operations, such as intrusionresistant cockpit doors.
For all-cargo operations, the

government relies on operators following an approved
alternate means of compliance
to address this and other differences. The alternate means
of compliance for intrusion-resistant cockpit doors requires
that all-cargo operators develop security procedures that
provide an equivalent level of
security across the entire fleet
of aircraft, whether or not the
aircraft have these cockpit
doors.
This alternative introduces security variations and,
therefore, differing levels of
aircraft security for all-cargo
operators, which is evident in
their respective TSA-approved
all-cargo security program.
Transportation Security
Regulation 1544 requires that
each all-cargo operator adopt
a cargo security program,
tailored to its own opera-
tions, that protects persons

and property against acts
of criminal violence and air
piracy and the introduction
of explosives, incendiaries, or
weapons aboard an aircraft.
The common strategy,
which was created in the early
1970s by the FBI, the FAA,
airlines, and ALPA and revised
after 9/11 by an ALPA-chaired
working group, is intended to
address all types of security
threats encountered during
operations and is based on
the premise that there will be
aircraft equipped with intrusion-resistant cockpit doors,
properly trained people, and
procedures for handling
direct security incidents
and threats. This approach
is sound and provides for
needed layers of security, if all
three measures are available.
Unfortunately, for cargo aircraft not equipped with these

doors, the tactics, techniques,

and procedures designed to
provide crews with sufficient
time to react to threats to the
cockpit are eliminated and,
therefore, no reactionary
gap is provided. In addition,
all-cargo flight crews are not
required to be trained in the
common strategy at the same
level as passenger crews,
which ultimately defeats its
purpose, given that the strategy is intended to be used by
crews during line operations.
To remedy these deficiencies, ALPAs Presidents
Committee for Cargo, in
conjunction with the Associations Air Safety Organization
Aviation Security Group, has
determined that an all-cargo
common strategy should be
crafted to address all-cargo
operationsincluding those
with and without aircraft
equipped with intrusion-resistant cockpit doorsand that
it require all-cargo crews to
receive the equivalent training
that passenger crews receive.
The Presidents Committee
for Cargo has brought both
of these shortcomings to the
attention of the TSA, and the
agency has expressed a strong
interest in hearing ALPAs
views on how the common
strategy can be improved. The
committee and the Aviation
Security Group are currently
collaborating on developing
an all-cargo common strategy
and will present it soon to key
government and industry personnel. Our goal is to produce
an all-cargo common strategy
that addresses all of ALPAs
concerns and to ensure that
every all-cargo flightcrew
member receives the proper
training.
Cargo Operations in Canada

By Christopher Freeze, Senior
Aviation Technical Writer
The game changer in

Canada has been GPS
and the increased RNAV
instrument procedures
in place for communities in the far north.
CAPT. PETER BLACK (FIRST AIR),
CHAIRMAN OF ALPAS
PRESIDENTS COMMITTEE FOR
REMOTE OPERATIONS
ccording to one adage,

A mile of highway will
take you just one mile,
but a mile of runway will take
you anywhere. And the same
applies to those who use kilometers and the metric system
in their day-to-day lives.
First Air pilots have carried
virtually anything that can be
fit into an aircraft as cargo,
from industrial generators
to household goods, as many
of the northern communities
they serve rely upon aircraft
as a lifeline that connects
them to the rest of Canada
and supplies them with food,
mail, medicine, and other essential goods.
The game changer in
Canada has been GPS and the
increased RNAV instrument
procedures in place for communities in the far north,
said Capt. Peter Black (First
Air), chairman of ALPAs Presidents Committee for Remote
Operations. NAV CANADA
has expanded the network of
RNAV GNSS approaches to
allow for safe flights in poor
conditions that would have
been unimaginable a decade
ago. And that opens a regular,
reliable, lifeline to many
remote communities throughout the far north.
And while some remote
areas call for the use of turboprops, namely Dash 8s and
ATR 42s, this doesnt mean jet
aircraft arent used. In fact,

gravel kitsmodifications
used to help deflect foreign
object debris (FOD) from being ingested into the engine
or impacting the airplanes
surfacesare commonplace.
First Air just retired its last
gravel-equipped B-737-200,
but Canadian North operates four B-737s with gravel
deflectorswhich are similar
to a wide-width skiinstalled
on the side of each nosewheel
mount and in front of each
engine vortex dissipater,
which uses compressor bleed
air to direct FOD away from
the engine inlets.
Its not uncommon for pilots
to operate on runways made
of ice. Transport Canada has
published guidelines (Advisory Circular 301-003) for the
development, operation, and
ongoing maintenance of ice
fieldsincluding how to develop and publish an instrument
procedure to an ice runway. By
comparison, the U.S. has only
one certified ice runway, and it
operates on a seasonal basis in
Alton Bay, N.H.
But the ability to fly into
ever-more remote locations
and conditions brings with it
certain challenges, including
altimeter error due to cold
temperatures. While the U.S.
has identified cold-temperature-restricted airports and
developed procedures for
pilots to fly into such airfields

safely when the temperature
drops below a predetermined
number, Canadian pilots have
to contend with the decision
as to whether a temperature
correction is needed on every
flight when operating from
airports in below-freezing
temperatures.
ALPA is actively engaging
with regulators on aviation
rule and regulation changes,
and the Association views one
recent change as a giant step
forward. Transport Canada
has created a new security
screening process that takes
place earlier in the shipment
process in order to expedite
the flow of cargo. The Known
Consignor program, which
went into effect on October
17, allows registered air cargo
senders to have their cargo
treated as secure, as long as a
chain of custodyfrom certified agent to the air carrier
is maintained and verified. By
placing the onus on registered
consignors, it allows for better
quality control of their cargo,
as well as reduced additional
screening fees and potential
security delays. But just like
in the U.S., a safety risk exists
when shipments of undeclared dangerous goods find
their way onto an aircraft.
Unfortunately this screening
program does little to mitigate
that risk.
Transporting cargo in
Canada is similar to transporting cargo anywhere else an
airline may fly. But operating to many airports within
Canada may require additional considerationslike whats
in the cargo hold, whats the
runway made of, or how cold
the air is.
Photo: Capt. Brad Hewitt (Canadian North)
Air Line Pilot Feature Article CARGO: CANADA
Air Line Pilot Feature Article CARGO: SPECIAL LOADING
ALPA Helps to Promote

Cargo Airline Safety
By Mark Phaneuf, ALPA Senior Staff
Engineer
n April 29, 2013, we lost seven

professionals in a crash that
could easily have been prevented. On that day, their B-747-400 converted freighter operated by National
Airlines crashed almost immediately
after takeoff from Bagram Air Base in
Bagram, Afghanistan (see Listening to
That Little Voice, page 28).
The flight was operated as an FAR
Part 121 supplemental cargo flight and
was destined for Dubai World Central
Al Maktoum International Airport in
the United Arab Emirates. The airplanes
cargo included five mine-resistant
ambush-protected (MRAP) vehicles
secured onto pallets. Two were 12-ton
MRAP all-terrain vehicles, and three
were 18-ton Cougars. These vehicles were
categorized as special cargo because they
couldnt be placed in unit load devices
(ULDs) and restrained using the locking
capabilities of the airplanes main deck
cargo-handling system. Instead, the
vehicles were secured to floating pallets
and restrained to the airplanes main
deck using tie-down straps.
Shortly after rotation, the airplane
continued to an unsustainable steep
climb, reversed course, and descended
quickly into the ground. The NTSB accident investigation determined that at
least one of the MRAP vehicles moved
aft into the tail section of the airplane,
damaging hydraulic systems and horizontal stabilizer components, which
made it impossible for the flight crew to
maintain control of the airplane.
The NTSB determined that the probable cause of this accident was the air
carriers inadequate procedures for
restraining special cargo loads, which
resulted in the loadmasters improper

restraint of the cargo, which moved aft
and damaged hydraulic systems Numbers 1 and 2 and horizontal stabilizer
drive mechanism components, rendering the airplane uncontrollable.
As a result of the accident, the NTSB
issued Safety Recommendation A-15014, which recommended that the FAA
create a certification for personnel
responsible for the loading, restraint,
and documentation of special cargo
loads on transport-category airplanes,
and ensure that the certification
includes procedures, training, and dutyhour limitations and rest requirements
consistent with other safety-sensitive,
certificated positions.
These requirements are especially
critical for loading special cargo, which
is defined in FAA Advisory Circular
120-85A, Appendix c.30, as cargo not
contained in a ULD certified for the
airplane cargo-loading system and not
enclosed in a cargo compartment certified for bulk loading. This type of cargo
requires special handling and securing/
restraining procedures.
Currently, no certificated position
identified in the regulations has the
responsibility discussed in the NTSB
recommendation. Consequently, no specific individual standards or training
requirements are in place to ensure that
operational limitations are adhered to
or that loadmasters are supervised.
To address the NTSB recommendations, in May 2016 the FAA tasked an
Aviation Rulemaking Advisory Committee (ARAC) with addressing cargo
loadmaster certification for special
cargo operations. ALPA, along with
other airline industry stakeholders, was
invited to participate on the ARACs
Loadmaster Certification Working
Group. As ALPAs representative, Im

chairman of the working group, and
Capt. Rich Hughey (FedEx Express),
ALPAs chairman for the Presidents
Committee for Cargo, is an observer to
the group and a subject-matter expert
on cargo aircraft operations. The working group, which is next slated to meet
in early November, is charged with
providing advice and recommenda-
tions to the ARAC on whether safety

would be enhanced if individuals
engaged in loading and supervising
the loading of special cargo, including the preparation and accuracy of
special cargo load plans, be certificated. If the working group recommends certification of these individuals, it will provide recommendations
regarding which specific operations
should require the use of these certificated persons. Additionally, it will
recommend appropriate knowledge,
experience, and skill requirements
for issuing certificates and appropriate privileges and limitations.
determining the effect of its recommendations on affected parties.
developing a report containing
recommendations based upon the

groups analysis and findings to be
submitted to the FAA by May 2017.
As a member of the Loadmaster

Certification Working Group, ALPA
will continue to strongly advocate that
training and testing standards be put in
place for those individuals engaged in
handling special cargo so that these types
of operations are conducted as safely and
securely as any other airline operation.
(Editors note: Mark Phaneuf spent 22 years as
a loadmaster [instructor/evaluator] in the U.S.
Air Force/Air National Guard and served three
combat deployments in Iraq and Afghanistan
between October 2002 and October 2004 before
retiring in December 2004. Hes currently a senior staff engineer and accident investigator in
ALPAs Engineering & Air Safety Department.)
Air Line Pilot Feature Article CARGO: LITLE VOICE
If the accident captain had grounded

the B-747 at Bagram, the fallout
would probably
have been serious.
The airline had no
pilots union to run
to the captains
defense if he got
himself on the badboy list.
By Capt. Roger Cox (America West, Ret.)
n 2013, a B-747 freighter

taking off from an airport in Afghanistan and
carrying a special load of
heavy Army vehicles crashed
immediately after liftoff. A
person driving a truck near
the runway captured a video
of the airplane pitching up to
an extreme angle after lifting
off, then falling off on a wing
and nosing into the ground.
News sources quickly picked
up the video and showed it
around the world. Before the
accident investigation even
began, eyewitness evidence
existed of what appeared to
be a loss of control, likely
related to either a
Listening
To That
Little Voice
flight control malfunction

or an internal load breaking
loose, rolling back, and making the airplane so tail heavy
it was uncontrollable.
The NTSBs final report
did indeed conclude that
the probable cause of this
accident was the airlines
inadequate procedures for restraining special cargo loads,
the loadmasters improper
restraint of the cargo, and the
aft movement of the cargo,
which damaged hydraulic
systems and the horizontal
stabilizer drive mechanism,
causing the airplane to be
uncontrollable.
ACCIDENT INVESTIGATION
Beyond the actual report,
three things deserve comment. First, the extraordinary
news media world we live in
enables instant analysis, but
it doesnt begin to capture
the details that can lead to
useful lessons learned. Good
investigations still take time
and effort. The NTSB did an
extraordinary job piecing
together the evidence from
the wreckage. Second, crew
remarks captured on the
cockpit voice recorder (CVR)
revealed that the crewmembers were well aware of the
hazard their unusual cargo
posed, but the captain pressed
on with the flight, and everyone went along with his decision. Third, the accident fell
into a yawning gap between
military and civilian command and control authorities,
leaving the crew as the last
defense against an extremely
hazardous operation.
NTSB investigators faced
some enormous challenges.

First, the accident took place
6,800 miles from NTSB headquarters in Washington, D.C.
Just getting to the accident
was tough. Second, the crash
site was on Bagram Air Base
located in a war zone. Hostile
fire or sabotage had to be considered as a cause of the crash,
and also had to be factored
into the way the investigation
proceeded. Third, the civilian
freighter was operating under
contract to the U.S. Transportation Command and was
carrying a military load. Normally, civilian agencies dont
investigate military accidents,
so there werent a lot of precedents for how the investigation could proceed. Finally,
the host country was actually
in charge of the investigation
but had few resources to do
this kind of investigation.
NTSB investigators had to
be careful not to upstage the
local authorities. The Afghani
in charge of the investigation
was later assassinated, leaving
the country little choice but to
delegate the investigation to
the U.S.
Just as the investigation was
not normal for the U.S., the
accident trip was not normal for the crewmembers.
SPECIAL CARGO
The five enormous Army
vehicles being evacuated from
Bastian to Dubai had never
been loaded onto a civilian
aircraft before. Air Force C17s
and C5s were designed for
this type of unusual cargo;
why they werent used by the
Transportation Command
wasnt determined. The accident loadmaster had never
seen this type of load and had
Photo: www.ntsb.gov courtesy of Sarah Lipfird
no guidance in his manual

about securing it, so he juryrigged nylon straps across
the vehicles and hoped they
would hold.
The captain depended on
the loadmaster to ensure the
load was safe. While the company had no requirement that
the captain inspect the load or
confer about its details with
the loadmaster, the accident
loadmaster did bring the hazard to the captains attention.
About 30 minutes after
landing at Bagram, the loadmaster can be heard telling
the captain, One of those
straps is busted, as he apparently was showing him the
strap. Someone in the cockpit
said, Im getting off this
plane, Im scared. The captain
quickly responded, Throw
that out man; thats evidence.
[The loadmaster doesnt] want
that hanging around either,
and I hope rather than just
replacing that strap, I hope
hes beefing the straps up
more. Fifteen minutes later,
the conversation resumed.
The captain said, How far did
it movea couple of inches?
The loadmaster replied, Yeah,
they just moved a couple
inchescause you know, its
nylon, ya know, so.... The captain then said, Thats scary,
and Without a lock for those
big heavy things, man I dont
like it, and I saw that, I was
like, I never heard of such a
thing.
Whats clear is the captain
and the crew knew about the
load shift from the prior flight
and were very concerned. The
mystery is why the captain
didnt recognize the extreme
hazard he faced, why none of
the other crewmembers ad-
One of three Cougarssecured by chains to its double-pallet platformduring loading onto the airplane via a side door
aft of the left wing.
vised him not to continue the

flight, and why the captain
seemed more concerned with
the appearance of mishandling the tie-down than being
certain the load would be safe.
The NTSB didnt try to answer
these questions in its report.
I think the answers to these
questions lie in three areas:
fatigue, decision-making, and
company culture.
CREW FATIGUE
The flight departed Chateauroux, France, at 5:26 p.m., flew
all night to Camp Bastian,
Afghanistan, landed there at 5
a.m., departed Camp Bastian
at 12:15 p.m., and arrived at
Bagram just before 2 p.m.
Bastian was located in a
particularly hostile area, and
the flights arrival there was
delayed due to combat operations. The diversion to Bagram
was an operationally unnecessary stop that increased
the crews already long duty
day and added another risky
takeoffwhich turned out
to be fatal. At the time of the
accident3:57 p.m.the crew
had been on duty for 21 hours.
Not only had the crew

already flown 10 hours and
41 minutes on the day of
the accident, they needed
to fly another 3 hours and
30 minutes to get to Dubai,
where they could anticipate a
rest period. In the seven days
before the accident, the two
pilots who were at the controls during the accident had
flown more than 34 hours and
had crossed 29 time zones.
Being augmented by two extra
pilots, having a three-day stay
in Utah, and operating under
the very relaxed nonsciencebased FAR Part 121 rules that
apply to supplemental cargo
airlines, the crew met the
letter of the law pertaining to
flight and duty-time limitations. But theres no doubt
that the pilots and the crew
were suffering from severe
fatigue.
Crewmembers are heard on
the CVR discussing how tired
they were. The negative effects
of fatigue on human performance are well documented.
FAA advisory circulars on the
subject describe how fatigue
can result in lapses of atten
tion and vigilance, delayed

reactions, impaired reasoning,
and poor decision-making.
IMPAIRED DECISION-MAKING
When the captain learned
about the broken and loose
tie-down straps, he should
have put together the obvious
facts of the cargo shift and
the load of vehicles of greater
size and weight than he had
ever seen and stopped the
flight immediately. I believe
he didnt act, at least partly,
because his judgment was
impaired by fatigue.
In one FAA handbook on
aeronautical decision-making,
under the heading operational pitfalls, the FAA describes
some of the classic behavioral
traps pilots may succumb
to. It says, Pilots, particularly those with considerable
experience, as a rule, always
try to complete a flight as
plannedand meet schedules.
The basic drive to meet or
exceed goals can have an adverse effect on safety. These
tendencies may bring about
practices that are dangerous
and may lead to a mishap.
Air Line Pilot Feature Article CARGO: LITTLE VOICE
COMPANY CULTURE
The subject of company
culture is a tough one for accident investigators. Theres no
one document or quotation
or policy they can point to
that can nail down what that
culture is. Nonetheless, I think
investigators should examine
company culture for clues
about how crews behave.
The first thing to know
about the accident airline was
it was small, with four airplanes and 78 pilots. Second,
its main customer was the
U.S. military. The companys
success depended on meeting the expectations of the
Transportation Command.
In the military, the mission
comes first. The companys
director of safety was never
asked to comment on or assess the unusually heavy load
when the accident mission
was accepted. The companys
chief loadmaster probably
gave the best characterization
of the culture when he said,
You call, we haul. Challenging the customer, even for
safety reasons, wasnt part of
the culture.
If the accident captain had
grounded the B-747 at Bagram, the fallout would probably have been serious. The
airline had no pilots union to
run to the captains defense if
he got himself on the bad-boy
list. The broken strap should
have been the captains best
defense for grounding the
airplane, but instead he saw
it as a threat to continuing
the mission. Why? He knew
the mission came firstmove
the airplane no matter what.
Thats culture speaking.
GAP IN OVERSIGHT
One final operational issue in
the Bagram accident deserves
to be discussed: the big gap
in oversight of the airline
between what the Air Force
nominally expects and what
the FAA actually did. The FAA
regulated the airline, and
several FAA inspectors were
assigned to watch the company to see that rules were
followed. However, because of
the FAAs limited budget and
the State Departments policy
that it wasnt safe for FAA
employees to be in a war zone,
none of the inspectors had
ever been to Afghanistan to
observe the crews or the way
cargo was loaded. The inspectors had received informal
notice that some airlines were
starting to carry outsized
vehicles but assumed this was
okay because the manual
seemed sufficient. Nobody
thought to ask the airplanes
manufacturer about these
loads. When Boeing was asked
during the investigation how
many armored vehicles could
have been safely loaded on
that B-747, it said that only
One of two all-terrain vehiclessecured by chains to its palletduring loading onto the airplane via a side door aft of the left wing.
one of the smaller vehicles

would have been allowed. If
officials in the Transportation
Command thought the FAA
was really minding the store,
they were mistaken.
The Transportation
Command could have just
been looking the other way.
Following the severe hard
landing of a DC-10 carrying
U.S. military personnel to
Baltimore, Md., in 2009, the
NTSB found the pilots fatigue
contributed to the accident.
The pilots schedule before
the crash would have violated
proposed improvements to
flight-time/duty-time rules
the FAA was considering.
These improvements were
eventually implemented in
2014, but they didnt apply
to troop transport charters,
in part because of pushback
from the head of the Transportation Command. Asked
to comment in 2011 on the
minimal restrictions on troop
transport airline pilot flight
and duty limits, the head of
the Flight Safety Foundation
said, The military is totally
complicit in this. They knowingly contract for these flights
that they couldnt legally fly

themselves.
THAT LITTLE VOICE
Before the fatal takeoff,
continuing the final leg of
the scheduled crew workday
seemed to benefit everyone.
The vehicles would be moved
to Dubai, the B-747 would be
gone from Bagram, the crew
would get to a hotel, and the
company would get paid to
perform as it promised. One
thing stood in the way of all
thatthat little voice that tells
you things look bad and could
be getting worse. That voice
had to be sounding in the captains mind. If he had acted
on what his voice was saying,
he would have disappointed a
lot of people. But hed still be
alive today.
(The accident report,
DCA13MA081, can be found at
www.ntsb.gov.)
(Editors note: While flying for
America West, the author was his
pilot groups air safety chairman
and later Master Executive Council
chairman. After retiring, he worked
for the NTSB as an operations
investigator.)
Photo: www.ntsb.gov courtesy of National Air Cargo
In addition, the first officer

was relatively inexperienced,
having only 1,100 hours total
flight time. Not surprisingly,
he didnt express an opinion
about the broken and loose
cargo straps. The captains
decision-making would have
benefited from better crew
resource management.
Judging from the CVR transcript, the captain, first officer, augmenting pilots, and
loadmaster were all focused
on completing the trip. Even
when a hazard showed up,
they all wanted to complete
the mission.
Stay Connected
ALPA has many ways to keep you up to date
on everything ALPA.
To learn more, visit
www.alpa.org
A member service of Air Line Pilot.
Air Line Pilot Feature Article UAS
Before You Fly That Quadcopter
ouve torn off the holiday wrapping paper, and the

gift of a small remote-controlled (R/C) aircraft or
unmanned aircraft system (UAS) surprises you (and
scores of your closest friends, according to the Consumer

Technology Association, which projects that 1.2 million
units will be sold this holiday season). A fresh set of doubleA batteries, and youre ready to take off in the backyard just
like when you were a kid, right?
Not quite.
The ability to remotely pilot
an aircraft opens many doors
for entrepreneurial enterprise
and recreation. But the last
thing any pilot should do is
put his or her airline career at
risk. Its important to know the
rules that apply to UAS so that
youre able to operate within
the regulatory framework that
the FAA has put in place.
Legally speaking, all aircraft
have to be registered before
flying outdoors. And as of 2012,
your new remote-controlled
toy has been defined by Congress as an aircraft.
Registering your new pride
and joy with the FAA is easy
and required if it weighs more
than 0.55 pounds. Simply go to
https://registermyuas.faa.gov,
create an account, and follow
the instructions for model (recreational) aircraft. It costs $5
to register, and the fee covers
all of your recreational UAS
for a three-year period. If the
UAS is heavier than 55 pounds,
you must register the unit via a
paper form with the FAA.
The registration number assigned to you isnt an N-number in the traditional sense, but
you must mark the registration number on your UAS by

some means thats legible and
that allows the number to be
readily seen. It may be placed
in a battery compartment if it
can be accessed without the
use of tools. The registration
process also includes your
acknowledgement of safety
guidance provided by the FAA.
When flying your UAS, you
should either adhere to FAR
Part 101 or FAR Part 107. The
UAS should be kept below 400
feet AGL, within visual line
of sight, and not flown over
people, stadiums, sporting
events, or near emergency
response efforts (e.g., wildfires
or crime scenes), other aircraft,
or airports. Also, you must be
aware of the local airspace
limitations, and bottle to
throttle rules also apply to
UAS operations.
And while the FAAs current
focus is educating pilots about
proper UAS operations, the
agency still has the power of
enforcement in the event of
careless and reckless operations, especially if the safety of
the national airspace system
or people and property on the
ground are endangered. Such

an action could have adverse
implications on your airline
career. There have been UAS
enforcement cases in which
action was taken against
an FAR Part 61-issued pilot
certificate for operating a
UAS in violation of FAR Part
91.13(a) (careless or reckless
operation). Make sure to
review FAA Advisory Circular
91-57A for a detailed looked at
model aircraft operating standards. In addition, the FAA has
created the B4UFLY smartphone app (for iOS or Android
devices) thats designed to
provide any UAS pilot with
additional situational awareness of proximate airports,
heliports, seaplane bases, and
temporary flight restrictions.
Interested in putting your
small UAS to work through
shooting and selling aerial
photos or video? Thats great,
but all flight in furtherance
of business requires you to
operate under the rules of
FAR Part 107, which means
you must earn a remote pilot
certificate to allow you to
do commercial small UAS
operations.
Luckily, for current certified, actively flying pilots, the
process is simple. For the latest
information on the process, go
to www.faa.gov/uas for guidance on earning a remote pilot
credential.
Additionally, you must also
change the FAA registration
for your droneregardless of
its weightto one for nonmodel use, and each UAS must
have its own separate registration and number.
ONLINE UAS
RESOURCES
For more information
regarding unmanned
aircraft system (UAS)
operations, please
visit the following
sites:
FAA Advisory Circular
107-2 (Guidance for
small UAS operations
in the national airspace
system): http://www.faa.
gov/documentlibrary/
media/advisory_circular/
ac_107-2.pdf
UAS FAQs: https://www.
faa.gov/uas/faqs
Reporting a Near Mid-Air
Collision with a UAS:
http://www.alpa.org/
resources/uas-nmacreporting
Photos: Gettyimages.com
Photo:
By Christopher Freeze, Senior Aviation Technical Writer
Health
Watch
Eat More Hummus!

New Study Affirms Benefits of Mediterranean Diet
By ALPA Staff
aking healthy choices may be a

challenge for airline pilots who
spend quite a bit of time away
from home. However, options at the
airport are expanding, and its possible to
make better choices. One new study now
confirms the health benefits of a Mediterranean diet.
The study, reported in the journal BMC
Medicine, offers conclusive evidence of
the beneficial effects of the Mediterranean diet. Conducted in the United
Kingdom, the research observed that
healthy individuals who stuck to this
eating regimen significantly reduced
their risk of developing cardiovascular
diseasedisorders affecting heart and
blood-vessel health, including strokes,
heart failure, arrhythmia, and heart-valve
issuesby up to 16 percent. The study
monitored 23,902 participants, collecting
data for an average period of between 12
to 17 years. Each participant completed
periodic food-frequency questionnaires
based on a 15-point score developed from
the guidelines of the Mediterranean Diet
Foundation.
The Centers for Disease Control and
Prevention reports that heart disease is
the leading cause of death in the United
States, and the condition ranks second in
Canada, according to the Public Health
Agency of Canada. Its also a major cause
of disability, as blood flow plays a major
part in the function of the lungs, brain,
kidneys, and other parts of the body. Dr.
Quay Snyder, ALPAs aeromedical advisor,

notes that every year the FAA grants thousands of special issuance authorizations
for pilots who have cardiovascular disease.
Pilots considering the Mediterranean
diet in order to keep their heart healthy
should know that the focus of the
Mediterranean diet isnt on limiting fat
consumption, but rather to make wise
choices about the types of fat you eat. The
Mediterranean diet discourages saturated fats and hydrogenated oils (trans
fats), both of which contribute to heart
disease, says the Mayo Clinic.
WHATS ON THE MENU?
The diet consists of fare traditionally
eaten by those in the coastal regions
of Greece and Italy: fruits; vegetables;
nuts; whole-grain breads, cereals, and
pasta; and fish. Fatty fish like salmon,
albacore tuna, and mackerel, which are
good sources of omega-3 fatty acids, are
particularly good choices.
The diet replaces butter with olive and
canola oil, and foods are seasoned with
herbs and spices, instead of salt, because
they contain plant compounds that are
packed with antioxidants and inflammation-fighting agents. The diet also places
an emphasis on eating poultry and staying away from red meat.
Moderate servings of red wine are
also on the menuas is enjoying relaxed
meals with family, friends, and fellow
crewmembers, as many in the Mediterranean region view meals as a social
event, and the resulting reduced pace of
consumption helps improve digestion

and lower stress.
A WAY OF LIFE
Dr. Nit Forouhi of the Medical Research
Council Epidemiology Unit at the University of Cambridge School of Clinical
Medicine and one of the researchers,
notes, Encouraging greater adoption
of the Mediterranean diet looks like a
promising component of a wider strategy
to help prevent cardiovascular disease,
including other important factors such as
not smoking and maintaining a healthy
weight, blood cholesterol, and blood
pressure.
The researchers acknowledge that
although the study was carried out on
a British test group, These results add
to the pool of evidence on the health
benefits of the Mediterranean diet, even
in a non-Mediterranean country. Our
findings stimulate future populationbased and clinical investigations into the
efficacy and effectiveness of adhering to
the Mediterranean diet in contemporary,
non-Mediterranean populations.
For more information about the Mediterranean diet, recipes, and nutritional
recommendations, visit the Mediterranean Diet Foundation website at http://
dietamediterranea.com/en.
To learn more about what ALPAs

Aeromedical Office, the Aviation
Medicine Advisory Service (AMAS), has to say
regarding nutrition as it affects heart-disease
prevention, go to https://www.aviationmedicine.com/article/nutrition-in-heart-diseaseprevention.
Our
Stories
www.alpa.org/ourstories
Canadian North Pilot Rows the Atlantic for Charity

By John Perkinson, Senior Staff Writer
I credit my
ability to survive
on these different
adventures
to my training as
an airline pilot.
CAPT. LAVAL ST. GERMAIN
(CANADIAN NORTH)
Ocean Crossing
Above and right: Capt. Laval St.
Germain (Canadian North) rows from
Canada to France in his custom-built
ocean-rowing vessel TrueBlue to raise
money for charity.
nternational airline pilots

often fly across the pond,
but few can say theyve
rowed it. Thats precisely
what Capt. Laval St. Germain
(Canadian North) did this past
summer. Setting out from
Halifax, Nova Scotia, Canada,
on June 15 in his custom-built
ocean-rowing vessel TrueBlue,
he crossed the North Atlantic
Ocean by himself.
After 53 days, 8 hours, and
26 minutes (the fastest-ever
solo ocean-row crossing of
the North Atlantic Ocean),
he arrived at the port city
of Brest, along the Brittany
coast of France, having traveled 3,200 miles.

Overcoming challenges is
nothing new for this extreme
sports enthusiast who climbed
Mount Everest in 2010 without
the use of an oxygen tank. St.
Germain has also scaled and
skied down Cheekha Dar,
the highest peak in Iraq, and
cycled from the Arctic Ocean
to the Yukon Territories in the
middle of winter.
I credit my ability to survive
on these different adventures
to my training as an airline
pilot, said St. Germain. You
follow procedures and manage
risk, and I think that has a lot

to do with my success in these
extreme environments.
St. Germain was motivated to make this particular
journey for several reasons.
He had lost his son, Richard,
also a pilot, in a canoeing
accident two years ago. In
addition, a couple of fellow
Canadian North pilots had
been diagnosed with cancer,
and his father-in-law had lost
his life to the disease. These
events prompted the B-737
pilot to make this activity a
fundraiser, and he set a goal
of raising $200,000 for the
Alberta Cancer Foundation.
DOING THE GROUNDWORK
Traversing an ocean would
be something new for the
Calgarian and self-described
prairie boy. I really wanted
to do something that was
completely out of my comfort zone, he acknowledged.
Planning for the trip would
take approximately two years.
Like Lincoln said, if youve
got six hours to chop down
a tree, you spend four hours
sharpening your axe, St.
Germain remarked.
He developed daily procedures and drafted mayday
and abandon ship checklists.
He trained extensively and
drew from the experiences of
Mylene Paquette, a Canadian
woman who rowed the same
route in 2013, taking 129 days.
St. Germain carefully
thought about what he
wanted in a boat. Made by
British-based Rannoch Adventure, the 20-foot Rannoch
R10 includes a cockpit thats
fully enclosed and can be
sealed off from the elements,
and the craft is designed to
Photos: Capt. Laval St. Germain (Canadian North)
Ocean of Memories
phorescent glow. He noted

that on one particular day, a
whale surfaced right next to
the boat. It looked right at
me, dove down, and struck the
boat with its tail.
right itself if overturned. St.

Germain conversed routinely
with company owner Charlie
Pitcher about the boats performance and features during
its construction.
As the adventure approached, St. Germain stored
provisions for 120 days and
packed a GPS, water desalinator, chart plotter (think FMS
for a boat), and satellite phone
with modemall powered by
solar panels to keep the equipment running.
WATER, WATER EVERYWHERE
Once at sea, each days
routine depended completely
upon the weather. St. Germain
would wake up, make coffee,
and possibly prepare some
oatmeal. After breakfast, hed
begin rowing. If the weather
became too rough, hed return
to the cockpit and, if necessary, seal it off and strap himself to the floor with a safety
harness.
There were days when
I got tossed around quite a
bit, he said, noting that he
experienced gale-force winds
while on the ocean. His boat
would pitch and rock up to 50
degrees, often with little warning, and capsized multiple
times. When he confronted
headwinds, he employed a sea
anchor, a giant underwater

parachute on a long rope that
dragged from the bow, to limit
the boats drift. Because he was
at the mercy of the weather,
there wasnt much else he
could do but wait for the wind
to change.
If I had good weather, I
could row all day. Id row for
three hours, make a snack
usually a tea or coffee and some
noodlesand then row some
more, said St. Germain. But
he admitted that taking to the
oars for long hours presented
its share of challenges. In addition to the aches and pains, he
developed saddle sores from
the seat but made adjustments
and soon acclimated.
Despite the occasional setback, St. Germain remembers
the trip fondly. He recalled
several beautiful evenings,
including one clear night
when the International Space
Station passed directly over
him. He remembered thinking
that its occupants were the
closest people to him.
St. Germain chatted on the
radio with passing ships and
counted hundreds of dolphins
along the way. In addition,
bioluminescence would
occasionally occur at night,
illuminating the ocean water
and giving it a green phos-
RED SKY AT NIGHT

Keeping the intrepid voyager informed and moving
in the right direction was Jim
Redeker, Canadian Norths
dispatch manager. Redeker
apprised the B-737 pilot of the
three Wswind, weather,
and wavesby satellite email. Two others dispatchers,
Steve Challacombe and Rick
Slater, filled in for Redeker
on the rare days when he was
unavailable.
St. Germain also worked
with a social media consultant who posted tweets for
him in Calgary, and his family
helped keep him sane when I
had some lonely days and had
to phone and see how they
were doing, he recalled.
As the Canadian North
pilot approached the French
coast on August 6, there was
little fanfare to welcome
him. Near the Brest harbor,
a sailboat circled TrueBlue,
and three Frenchmen, likely
curious about his peculiarlooking craft, asked what he
was doing. The sailboat left
shortly and returned with St.
Germains very relieved wife,
Janet, who had been waiting
on the shore.
Once moored at the marina,
St. Germain walked with
very wobbly legs over to the
sailboat that had so warmly
greeted him. There he hugged
Janet and enjoyed an ice-cold
beer, some cheese, sausage,
and a radish. It was one of
the best meals ever, he said.

A Journey in
Progress
Unlike his recent
journey, Capt. Laval
St. Germains effort
to raise money for
the Alberta Cancer
Foundation continues.
So far, hes raised approximately $60,000
and continues to
promote this worthy
organization. If youd
like to make a donation, please visit www.
lavalstgermain.com.
You can also follow
Laval on Twitter and
Instagram: @lavalstgermain.
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mint.
To many, the
math we learn in high school
might seem pointless. When will we ever
need to use the equation for motion in the
real world? Well, the benefits of both math
and science are critical to airline pilots and
to those who work behind the scenes on
behalf of safety.
Loadmasters, for instance, are responsible
for ensuring that the cargo transported on an
aircraft is safely secured and properly loaded
and unloaded. In fact, the safety of all airline
flights depends, in part, on these actions.
As airline pilots learned in flight school,
weight distribution can affect the airplanes
controllability and safety of flight. Loadmasters, using engineering principles and appropriate software, perform weight-and-balance
calculations to evenly distribute passengers,
cargo, and fuel throughout the aircraft. This is
done to keep the aircrafts center of gravity as
close to its center of pressure as possible so
that vertical pitch control is maintained.
Its imperative that loadmasters be knowledgeable about aircraft structures, including
the floor loading limits for each cargo hold.
They also must know the strength and positioning of various restraint and strapping systems, be familiar with the structural tie-down
points, and know which ones are stronger
than others. Why is this important? Loadmasters are responsible for managing the risks
associated with transporting multiple types
of cargowhether its containers of produce
from the Americas, floral arrangements from
Europe, or special cargo such as vehicles or
shipping containers. Other factors they must
know include fuel load and needed emergency equipment.
Speaking of special cargotheres
training for that, too. Handling special
cargoloading and unloading items like
dangerous goods, live animals, perishables,
and pharmaceuticalsrequires that cargo
Photo:
Illustration: Gettyimages.com; photos: Air Line Pilot photo archives
A Formula
For Safety
be correctly loaded, separated, and located

to comply with International Air Transport
Association standards. Procedures for unloading special cargo also require precision
and attention: being familiar with different
types of equipment like load-lifters, forklifts,
and winches all while operating in the busy
airport environment.
Loadmasters responsibilities demand that
they be trained professionals, yet currently no
minimum standards or FAA certifications exist
for this vital job. But that may soon change.
ALPA, along with other industry stakeholders,
is participating on the FAAs Aviation Rulemaking Advisory Committees Loadmaster
Certification Working Group, which is tasked
with developing rules for special cargo
loadmaster certification. To learn more about
these efforts, read ALPA Helps to Promote
Cargo Airline Safety (see page 27).

Above: Aircraft loadmasters are responsible for

managing the risks associated with transporting various types of cargo, so their knowledge and skills are
critical to flight safety.
ALPA Resources & Contact Numbers

National
Officers
Executive Vice Presidents
For more information on which pilot groups executive vice presidents represent, visit
www.alpa.org/evp.
For complete biographical

information on ALPAs
national officers, visit
www.alpa.org/leaders.
Capt. Andrew
Massey (Delta)
Capt. Tim
Canoll
President
Capt. Larry Beck

(United)
Capt. Russell
Sklenka
(FedEx Express)
Capt. Mike
McMackin (JetBlue)
CommutAir,
Endeavor Air,
Hawaiian, JetBlue,
Piedmont, Spirit
Capt. Joe
DePete
First Vice
President
Capt. Chris Suhs

(Air Wisconsin)
Air Transport
International, Air
Wisconsin, Atlantic
Southeast, ExpressJet, Frontier,
PSA, Trans States
Capt. Paul Stuart, Jr. (Alaska)

Alaska, Envoy Air,
Island Air, Mesa,
Sun Country,
Virgin America
Capt. Dan
Adamus (Jazz
Aviation)
Air Transat,
Bearskin, Calm Air,
Canadian North,
First Air, Jazz Aviation, Wasaya
ALPA Sudoku (Created by Sudoku Generator, http://sudoku.smike.ru)

Complete the sudoku puzzle so that each
column, each row, and each of the nine
33 sub-grids that compose the grid
contain all the digits from 1 to 9.
Capt. William
Couette
Vice PresidentAdministration/
Secretary
Capt. Randy
Helling
Vice PresidentFinance/
Treasurer
The solution to this months ALPA

sudoku can be found on page 12.
Prefer other puzzles types? Tell us what
you think. E-mail Magazine@alpa.org.
5
6
3
2
2
8
Capt. Rick
Dominguez
(Delta)
Executive
Administrator
Capt. Paul
Ryder
(ExpressJet)
National
Resource
Coordinator
Photos: Chris Weaver
6
5
3
7
Air Line PilOt

Editor in Chief Sharon R. Bhagwandin
Associate Managing & Production Editor
Susan Fager
ALPA Information Numbers
Senior Staff Writer John Perkinson

Senior Advocacy Writer Linda Shotwell
The following ALPA resources may be reached by e-mail or by dialing, toll-free, 1-888-359-2572
(1-888-FLY-ALPA). Once connected, press the # key on your phone and dial the last four digits of the
number listed below. However, the ALPA main number, ASPEN, Member Insurance, and Membership
Administration numbers need to be dialed directly.
Accident Investigation
(EAS@alpa.org)
703-689-4312
Discipline and Discharge

(Rep@alpa.org)
703-689-4226
Accounting and Finance

(Finance@alpa.org)
703-689-4144
Economic and Financial Analysis

(EFA@alpa.org)
703-689-4289
Air Line Pilot

(Magazine@alpa.org)
703-481-4460
Election Dates LEC/MEC

703-689-4212
ALPA Aeromedical Office

303-341-4435
ALPA Main Number
703-689-2270
ALPA Memorabilia
(SMDR@alpa.org)
703-481-4458
ALPA-PAC 202-797-4033
ASPEN 703-689-4220
Balloting (Balloting@alpa.org)
703-689-4173
Cashiering (Cashiering@alpa.org)
703-689-4385
Communications
(Communications@alpa.org)
703-481-4440
Computer Help Line
(HelpDesk@alpa.org)
703-689-4357
Council Services (CSC@alpa.org)
703-689-4173
Engineering and Air Safety

(EAS@alpa.org)
703-689-4200
FAA Enforcement or Medical
Certificate Action (Rep@alpa.org)
703-689-4226
Government Affairs
(GovernmentAffairs@alpa.org)
202-797-4033
Membership Administration
(Membership@alpa.org)
1-888-359-2572
(1-888-FLY-ALPA), option 3
IT Operations and Services
(ITOS@alpa.org)
703-689-4245
Organizing
(OrganizingInfo@alpa.org)
703-689-4179
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(Publishing@alpa.org)
703-481-4441
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703-689-4319
Representation (Rep@alpa.org)
703-689-4226
Human Resources
(HumanResources@alpa.org)
703-689-4262
Real Estate
(RealEstateDept@alpa.org)
703-689-4105
Information Technology
and Services
(ITServices@alpa.org)
703-689-4134
Retirement and Insurance

(RI@alpa.org)
703-689-4114
Legal (Legal@alpa.org)
202-797-4096
703-689-4326
Strategic Member Development

and Resources
(SMDR@alpa.org)
703-481-4467
Member Insurance
(Insurance@alpa.org)
1-800-746-2572
System Board of Adjustment

(Rep@alpa.org)
703-689-4226
Membership Administration
To obtain membership account information or to update your records or your postal or e-mail address via the
Internet, go to the My ALPA area of www.alpa.org/memberaccount; or dial the toll-free number 1-888-3592572 (1-888-FLY-ALPA) and choose menu option 3,3. Listed below are the telephone numbers of MEC offices.
Air TransatTSC MEC
1-888-337-2033
DeltaDAL MEC
404-763-4925
*Kelowna FlightcraftKFC MEC

905-630-4341
Air Transport International

ATI MEC
505-263-8838
Endeavor AirPCL MEC

855-PCL-ALPA
MesaMAG MEC
602-306-1116
Envoy AirENY MEC

817-685-7474
PiedmontPDT MEC
339-987-1277
AlaskaALA MEC 206-241-3138
ExpressJetXJT MEC
281-987-3636
PSAPSA MEC
703-481-4444
Atlantic SoutheastASA MEC

404-209-8566
FedEx ExpressFDX MEC

901-752-8749
SpiritSPA MEC
1-855-SPA-ALPA
BearskinBRS MEC
807-628-5683
First AirFAB MEC

1-877-459-3272
Sun CountrySCA MEC

952-853-2393
Calm AirCMA MEC

204-471-1000
FrontierFFT MEC
720-245-7364
Trans StatesTSA MEC

412-780-9036
Canadian NorthCNP MEC

780-718-6012
HawaiianHAL MEC
808-836-2572
UnitedUAL MEC
847-292-1700
*CanJetCJA MEC
1-800-959-1751
Island AirAIS MEC

808-838-0188
Virgin AmericaVRD MEC

435-962-0951
CommutAirCMT MEC
440-985-8579
Jazz AviationJAZ MEC

1-800-561-9576
WasayaWSG MEC
807-624-7270
CompassCPZ MEC
952-853-2373
JetBlueJBU MEC
603-303-2195
Air WisconsinARW MEC

1-800-ALPA-ARW
*Pilot group in custodianship
Senior Aviation Technical Writer

Christopher Freeze
Magazine/Graphic Designer Susan Boulter
ePublishing Editor Jesica Ferry
Web Coordinators Chris Weaver, Suzi Fenton
Supervisor, Creative Services Kelly M. Barrett
Supervisor, Content Strategy Molly Martin
Supervisor, Multimedia Productions Eric Davis
Contributing Writers Kevin Cuddihy,
Corey Caldwell
Acting
Director
Director
of Communications
of Communications
David Doug
Weaver
Baj
General Manager Lori Garver
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expressed by authors do not necessarily represent
official ALPA position or policy.
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Postmaster: Send address changes to Air Line Pilot,
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Other Organizations
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ALPA Accident/Incident Hotline
If you are involved in an accident, incident, or alleged

violation of a federal aviation regulation, contact your
local or central air safety chairman, regional safety
chairman, or the worldwide ALPA accident/incident
hotline at 202-797-4180 (collect calls are accepted)
for an immediate response 24 hours per day. As a
backup number, call 703-892-4180.
To report a safety problem or airspace system
deficiency, call 1-800-424-2470 or e-mail
EAS@alpa.org.
2016 EBCB Schedule
The Associations Election and Ballot Certification

Boards schedule for counting ballots is NovemOctober
11, November
ber
10 and December
10, and 9.
December 9.
Any ALPA member in good standing may be present as an observer during any meeting. Contact the
Associations Membership and Council Services
Department for scheduling.
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Air Line Pilot - November 2016

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Air Line Pilot - November 2016

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November 2016

Official Journal of the Air Line Pilots

ALSO IN THIS ISSUE:

Catch Fire page 5

Ocean of Memories page 34

Requirements Needed for ARFF

PRINTED IN THE U.S.A.

Requirements Needed for Secure Jumpseat

Protections for Undeclared Dangerous Goods

Now for ALPA

Take advantage of these complimentary services today.

VOLUME 85, NUMBER 9

Official Journal of the Air Line Pilots

ALSO IN THIS ISSUE:

Ocean of Memories page 34

Requirements Needed for ARFF

Requirements Needed for Secure Jumpseat

PRINTED IN THE U.S.A.

ABOUT THE COVER

23 CLOSING THE GAP IN

Protections for Undeclared Dangerous Goods

Air Line Pilot (ISSN 0002-242X) is published

Postmaster: Send address changes to Air

Canadian Publications Mail Agreement

November 2016 Air Line Pilot 3

Air Line Pilot Feature Article TITLE HERE

Beyond the Page

Back the PAC!

4 Air Line Pilot November 2016

Capt. Tim Canoll, ALPA President

November 2016 Air Line Pilot 5

6 Air Line Pilot November 2016

ommercial aviation is often characterized as

while working longer duty periods. Furthermore,

s a resident of the great state of Alaska for

line pilots continue to visit my office regularly to

Airline pilots continue to visit my office

November 2016 Air Line Pilot 7

October 12 that its proposing to fine Amazon $78,000

Airline Industry News

of October 15, all Samsung

Homeland Security announced that it will increase

The Associated Press

reported that more than

The FAA announced on

Balancing Flight and

8 Air Line Pilot November 2016

The Los Angeles Times re-

ported that Alaska Airlines

Per The Wall

Street Journal, FedEx

The FAA reported that as

Administration will receive

> DOMESTIC NEWS

announced that it will add

the International Civil Aviation Organization approved

According to The New

York Times, a report from the

Per BBC News, Qatar Air-

ways has announced a major

Reuters reported that Luf-

thansas supervisory board has

And the J.J.

Photo: Keith Mellinick