Flightline Summer 2005 - Allied Pilots Association

You’re Making It Happen
PRESIDENT’S BRIEFING
BY CAPTAIN RALPH J. HUNTER, APA PRESIDENT
Looking around the airline industry, it can be easy to
and our FFDO volunteers have created an internal standards
become discouraged. Several major airlines are in or on the
program second to none. Many of you have contributed
verge of bankruptcy. Many airline unions are at the mercy
your time and energies to union work at the local and
of courts, creditors, or other outsiders. Managers at other
national level. APA simply could not function without
airlines are stuck in the “Labor is the Problem” mentality.
your support. Each and every one of you has an important
Many of our brethren within the industry have lost control
role in the ongoing operation of this airline and our
of their future.
Association.
Contrast that difficult reality with our experience here.
In this issue of Flightline, we are kicking off a new
Two and half years ago, we made some difficult choices in
feature called “Pilots Doing Well & Doing Good” in which
order to avoid bankruptcy while
directing a major change in the
management of our airline.
However, the story didn’t stop
there. We continue to play a
critical role in improving our
f light operations. We have
strengthened our safety record.
We are making headway in
our legislative campaigns on
“Each and every
one of you has an
important role in the
ongoing operation
of the airline and
our Association.”
we will be highlighting the
contributions of individual
pilots to American, to APA and
to their communities. Please
feel free to send in your own
stories of pilots who deserve
this recognition.
We are now in the early
stages of preparing for Section 6
openers next May. Soon we will
pensions, Age 60, and the Wright Amendment. We are
begin sending out information for your review, and we will
actively involved in a top to bottom review of every aspect
be asking you to help set priorities for the upcoming
of AA’s business in a comprehensive effort to fix the factory.
negotiations. We have made an investment in our future,
Although we do not and cannot control the stubbornly
and with your help, that investment will pay off. At times
high cost of jet fuel, we nevertheless are still deciding our
we will be asking for volunteers to assist in some of the
own future.
traditional support functions of a major negotiation.
You, the pilots of American Airlines, deserve much of the
Please contact your domicile reps if you are willing to help.
credit for this effort. When an AA flight arrives safe and on
In the meantime, one of your most important contributions
time, it is because you made it happen. When the Company
to this effort will simply be to continue what you are
reports progress in our fuel conservation program, it’s
already doing – proving every day that you are the best
because your hands were on the throttles. When we asked
aviators in the business.
for support at Town Halls on the Wright Amendment or at
Thank You!
Capitol Hill rallies supporting pension reform, you
responded. American Airlines pilots have signed up for the
Federal Flight Deck Officer program in record numbers,
Flightline
2
Summer 2005
from the VICE PRESIDENT
BY FIRST OFFICER SAM BERTLING, APA VICE PRESIDENT
Fellow Pilots,
Thank you. APA pilots exhibit incredible dedication leading our airline in these
difficult times. Unfortunately, this dedication is not acknowledged enough. As I reflect on my first year in office, I
am grateful for the way you continue to shepherd this airline through the uncertainty. For that you deserve a heartfelt
thanks and recognition. Every day you go to work, you play a vital role in restoring this airline and this pilot corps
to prominence. This may sound patronizing, but it is the truth. The pilots of American Airlines continue to contribute
collectively and individually to the improving performance of this company. Most inspiring, though, are those who
also volunteer their precious time and resources to causes outside of work.
Let me highlight a few ways we’re collectively bringing this airline and Association back from the brink. The top 10
on time arrivals for this year are all above 95.8 percent. Think about that for a moment. AA has almost 2400 flights
every day and an on time performance of 95.8 percent means that only 100 flights did not arrive within 15 minutes
of the scheduled time. That is truly amazing – airplanes don’t get from origination to destination by themselves.
Another example is in Jim Eaton’s article on the next page. Because of our focus and attention, AA has been able
to carry more passengers while simultaneously using less fuel. As with the on-time statistics, this may not seem
fantastic at first, but closer inspection reveals the impact – especially this past year as fuel prices continue their
frustrating rise. Through our effort, AA can generate more revenue while containing costs, paving the way to a brighter
future for all of us. As with any collective effort, ours is comprised of hundreds of individual examples.
Captain Mike Leone’s article about the Daedalian Award is a case in point. American Airlines crews have won this
prestigious award the last two consecutive years and three of the last seven. This is not due to chance (or bad luck).
It is, instead, reflective of our ability to respond appropriately under extreme pressure. To flawlessly perform in those
kinds of situations and successfully protect the passengers, crew and airplane is a testament to our pilot corps.
In addition to individual aviation efforts, there are pilots too numerous to mention that volunteer their time to
the APA for all of our benefit. Their accomplishments on our behalf are, at times, unbelievable especially since they
fly the line as well.
Captain Ralph Kruger spends untold hours as our Pension Committee Chairman working to ensure the future
viability of our retirement plans. With the current legislative activity and pressure on pensions, it is impossible to
understate the value of the time and effort he devotes so we can have the retirement we want.
First Officer Rob Baker is the Chairman of our International Alliance Committee and also works on the Scope and
Safety Committees. In addition to these, Rob helped launch the “Delay Code Task Force” at DFW. The Task Force’s goal
is to find a way to transform the delay code program into something that fixes problems instead of fixing blame. Rob
is working jointly with the other unions as well as management to create a system that gathers accurate information
to increase the dependability of the airline. His efforts have already helped AA acknowledge the negative, toxic and
divisive results of the current system and start moving a different direction.
Finally, there are the pilots that selflessly give their time to worthy causes outside of AA or the APA. Their dedication
and passion are truly awe inspiring. In the lead article, you are introduced to some of them, but many others exist.
To take time away from their families and personal lives to engage in these activities reflects the dedication and desire
embedded in each of us.
Overall, I have learned a lot in my first year in office, but nothing compares to the efforts of fellow APA pilots
that I have witnessed. As the industry continues to vacillate between recovery and disaster we will be tested. As one
of the main lifebloods of this airline, we must continue to assume our leadership role if we hope to avoid the fates
of many of our brethren.
Albert Einstein once said, “It is every man’s obligation to put back into the world at least
the equivalent of what he takes out of it.” Many of you put back much more. Thank you.
Summer 2005
3
Flightline
BY FIRST OFFICER JIM EATON, APA SECRETARY-TREASURER
S E C R E TA RY-T R E A S U R E R
SLOWING THE BURN RATE
While the high price of jet fuel certainly comes as no surprise to any of us, it is worth noting that we have
become a more fuel-efficient airline over the last several years. By several measures of productivity we have
managed to actually do more work as measured by ASM and RPM production and passengers boarded. A quick
glance at our passenger loads and we know we are flying airplanes that are fuller and thus heavier than they
were in the past.
All this is occurring while we’re actually burning less fuel! This is happening because people – pilots and
non-pilots – are working collectively and individually to develop ways to conserve fuel.
The following tables illustrate just how much has been saved. I have chosen to compare first quarter data
going back to 2000. By using first quarter information only, the T WA asset acquisition can be ignored as far as
data is concerned. The large increase due to T WA occurred in the second quarter of 2001, but was essentially
eliminated by the end of that year, at least in terms of capacity and fuel.
1Q 2000
1Q 2001
1Q 2002
1Q 2003
1Q 2004
1Q 2005
Fuel Used
(000) Gal.
730,007
742,513
745,262
725,172
740,606
729,208
ASMs
(000,000)
40,020
38,977
40,089
40,274
43,998
42,854
ASM/Gal.
54.8
52.5
53.8
55.5
57.7
58.8
It should be noted that ASM production began to increase last year as a result of adding some seats back
into coach. However, only the 1Q 2005 data reflect the impact of more seats. What this shows is that as far as
energy efficiency goes, the airline is generating 12% more ASMs today than it did at its worst point in the past
five years. It is also 7% more productive than it was at the beginning of 2001. These results are in large part
due to operating more efficiently.
Another means of looking at how much work the airline is performing is to examine the number of passengers
boarded and the number of scheduled departures.
1Q 2000
1Q 2001
1Q 2002
1Q 2003
1Q 2004
1Q 2005
Pax (000)
20,484
19,703
20,612
21,029
21,763
23,065
Departures
211,442
215,714
238,125
223,632
211,513
203,987
Pax/Dep.
97.1
82.8
86.6
94.3
103.1
113.6
As you can see, since falling from the first quarter of 2000, the number of passengers per scheduled departure
has climbed steadily, and is now nearly 17% greater than it was in 2000. More passengers per departure, higher
takeoff weights and still burning less fuel.
What does all this mean, you ask? Compared to the first quarter of 2001, we burned 13.3 million gallons of fuel
less in 1Q 2005 than in 1Q 2001. At a first quarter price of $1.366 per gallon, that saved more than $18 million.
We did this while carrying 3.3 million more passengers during the quarter.
Flightline
4
(continued on page 24)
Summer 2005
I N T H I S I S S U E O F FLIGHTLINE
Summer 2005
F E AT U R E S
6
Pilots Doing Well & Doing Good – A Bright Light
for the Industry
13
PBS OVERVIEW: PREFERENTIAL BIDDING SYSTEMS
21
EDITORIAL: One Day Healthy – Then I Needed
Spine Surgery
C O M M I T T E E S / D E PA R T M E N T S
8
SAFETY: Order of Daedalians Recognizes Excellence
Once Again
10
SAFETY: SAFETY TOPICS – FOQA Focuses on Safety
17
HOTEL: HOTEL HAPPENINGS – Solving Ground
Transport Woes
18
SAFETY: PERCEPTUAL ILLUSIONS – “Visual Style”
20
BENEFITS: COMPANY HEALTH BENEFITS – Useful Tools
23
COMMNET: SAFETY TOPICS – Losing Control
REGULAR ITEMS
27
CLASSIFIEDS
30
FINANCIAL MATTERS: Pension factors and stock options
30
IN MEMORY
31
APA CONTACT INFORMATION
32
ON THE JOB: Pilots share their favorite photos
Cover Photo: Special thanks to First Officer Jon “JT” Taggett,
S80/LAX, for this month’s cover photo. FO Taggett captured
the image during walkaround at DFW.
Flightline is the official publication
of the Allied Pilots Association,
representing the pilots of
American Airlines.
National
Communications Committee
Captain Denny Breslin (LAX), Chairman
FO Jessica Brightman (BOS)
FO Brent Courier (LAX)
Captain Douglas Davey (SFO)
FO Richard Girard (BOS)
FO Fred Mueller (LGA)
Captain Keith O’Leary (SLT)
Captain Linda Pauwels (LAX)
CA Jeffrey Sheets (DFW)
Communications Director
Gregg Overman
Design and Layout
Stacey Hull, Graphic Designer
Printing Services Manager
Bruce Rushing
SUBMIT ARTICLES TO:
Flightline
Attn: Gregg Overman
Communications Director
Allied Pilots Association
O’Connell Building
14600 Trinity Boulevard, Suite 500
Fort Worth, TX 76155 -2512
800.323.1470, ext. 2250
(DFW area: 817.302.2250)
E-mail: [email protected]
SUBMIT CLASSIFIEDS TO:
Flightline Classified Ads
Attn: David Dominy
Communications Coordinator
800.323.1470, ext. 2269
(DFW area: 817.302.2269)
E-mail: [email protected]
Flightline’s editorial content must be generally
consistent with Association policies. The guiding
principle governing all submissions is respect for
one’s fellow pilots and for the Association.
Submitted articles should address issues pertinent
to the Association and its pilots, and must avoid
references of a personal or political nature.
All articles, including guest editorials, should
conform with policy positions of the Association, as
established by the APA National Officers, Board of
Directors, Constitution and Bylaws, and Policy
Manual. The responsibility for monitoring editorial
consistency is shared by the National Officers,
members of the Communications Committee, and
the Director of Communications. The President has
final authority over all content.
www.alliedpilots.org
5
Flightline
&
Pilots Doing Well Doing Good
A Bright Light for the Industry
APA Members Offer Help and Hope to their Communities
BY LAURA JOHNSON, LAURA JOHNSON COMMUNICATIONS
Editor’s Note: The following article marks the first in a regular series we will publish to highlight community service
(“doing good”) and flying exploits (“doing well”) by our pilots.
In an industry strapped by rising oil prices and
ongoing security concerns, the good news often gets
lost. However, take a look beyond the headlines and
into the hearts of the people behind the airline industry,
and it’s easy to find the positive stories.
Many of those stories can be found among the
membership of the Allied Pilots Association. From
teaching the disabled how to sail to raising funds for
a 9/11 memorial to visiting hospitalized children, APA
members are sharing their time and talents to have a
positive impact on their community.
“Our community service is a bright light for the
industry,” said DFW-based First Officer Mark Bogosian,
a volunteer with Pilots for Kids.
Transforming Lives Through Sailing
MIA-based First Officer Ivan Rivera wandered into an
old shack looking for sailing lessons nine years ago and
was surprised by what he found. The shack was the
FO Rivera preparing to set sail with two Shake-A-LegMiami participants.
headquarters for Shake-A-Leg-Miami, an organization
with a focus on sailing dedicated to bringing hope,
confidence, social integration, independence and fun
Flightline
6
back into the lives of people with disabilities and their
families. Rivera was told he could have lessons if he
would volunteer some of his time with the organization.
The encounter changed his life.
“Working with Shake-A-Leg brings meaning to my
life and has become my life’s project,” said Rivera.
A U.S. Sailing certified keel boat instructor, Rivera
says his main title with the organization is “volunteer.”
He teaches classes, works at summer camp and
contributes in whatever other ways he is needed.
Rivera is passionate about his work, as he has
witnessed the transformational power of sailing.
“When you put a person with a disability in a boat,
it puts them on the same playing field as someone
without a disability,” he said. “It frees them from their
disability.”
Rivera laughs as he recalls one disabled child who
was hesitant to go sailing until Rivera told him he had
a “special deal with the dolphins.” The lure of the
dolphins convinced the child to try it, and that day a
dolphin did three flips by their boat.
“This kid was taken with sailing and with me,”
Rivera said. “I’m now the dolphin master.”
Although a gifted teacher, Rivera says that he often
learns more than his students.
“Not a week goes by that I don’t learn something,
whether it’s about perseverance, kindness or courage,”
he said.
From its humble beginnings in a small shack, ShakeA-Leg-Miami has grown into a three-story, state-ofthe-art, universally accessible building. American
Airlines has played a pivotal role in the growth of the
organization, with employees donating their time and
the airline donating a much-needed tractor.
Summer 2005
Shake-A-Leg-Miami now offers programs for
inner city youth and juvenile delinquents, as well
as disabled individuals.
“We love those kids, care for them and tell them they
are worth something,” said Rivera. “It inspires them.”
Rivera’s role as a low-profile volunteer is about to go
high profile in a General Motors advertising campaign
that highlights six individuals making a positive
difference in their communities. The commercial
featuring Rivera will be part of the company’s global
campaign. True to his character, Rivera is donating all
proceeds from his work in the commercial to ShakeA-Leg-Miami.
Rivera says that he gets more out of the organization
than he puts in.
“The feeling I have when I’m helping these people is
something you can’t buy or get anywhere else,” he said.
For more information about Shake-A-Leg-Miami,
log on to www.shakealegmiami.org
Honoring the Crews of 9/11
During the horrific events of 9/11, crew members
on the four planes downed that day exemplified
commitment and courage at a level never before tested
in the history of aviation. Stories of the flight crews’
heroism were told and re-told in the media and
inspired an outpouring of pride and support for the
dedication of flight crews.
However, with the passing of time, the public has
turned their hearts and minds to other world events,
such as the Tsunami and the war in Iraq.
As a member of the board of directors of the 9/11
Flight Crew Memorial Foundation, DFW-based First
Officer Bob Brown is dedicated to making sure the
sacrifice of the flight crews of 9/11 is not forgotten.
“It’s a challenge to raise support as the events of
9/11 have faded from many people’s memories,” he
said. “We know that 9/11 is not gone and over with;
the threat is here for us every day.”
The foundation is raising funds to honor the professionals who crewed American Airlines f lights 11
and 77 and United Airlines flights 93 and 175. The
foundation’s first priority is to raise funds for the First
National Flight Crew Memorial to be located in
Grapevine, Texas, just north of Dallas-Fort Worth
International Airport.
The memorial’s sculptor, Bryce Cameron Liston,
describes the design as “a classical monument that
represents the epic of flight and the dedication of the
Summer 2005
Artist rendering of the memorial.
heroes and everyday people who make air travel
possible.” The figures on the monument represent the
valor, expertise and commitment that flight crews
exhibit every day.
In addition to the memorial, the foundation is
raising funds for scholarships for the children of flight
crew families affected by 9/11.
As a volunteer with the foundation, FO Brown
organizes special fundraising events, including a golf
tournament to be held October 19 in Euless, Texas,
and seeks donations from corporate sponsors.
“We’re working to explain what we’re doing and
why we’re doing it as we pursue major sponsorships,
which are not easy to get,” said Brown.
Brown encourages other pilots to get involved.
“It’s a really good cause,” he said. “At some time
in your life, you’re going to need some help. The
connections you make in volunteering may help you
in your future.”
For more information about the 9/11 Flight
Crew Memorial Foundation, log on to www.911flightcrewmemorial.org
Reaching Out to Hospitalized Children
A simple wave is one of the things that keeps
Bogosian motivated in his volunteer service with
Pilots for Kids.
“We delivered a gift to a hospitalized young man who
had been in a terrible accident (continued on page 24)
7
Flightline
BY CAPTAIN MIKE LEONE, SAFETY COMMITTEE CHAIRMAN
It is with great pride and pleasure that the APA
Safety Committee announces for the sixth time since
the Daedalians first presented this award and for the
second consecutive year that two American Airlines
Pilots were selected, out of the entire civilian aviation
community, to receive the “Lt. General Harold L.
George Civilian Airmanship Award.” This is one of the
most prestigious safety awards in civilian commercial
aviation. The Order of the Daedalians has been in
existence since 1934 and was founded to honor and
preserve the traditions and esprit-de-corp of the aviators
from World War I. Lt. General George was one of the
founders of the organization and this prestigious
safety award was first presented in his name in 1956.
The Daedalian Award dinner was held in San Antonio
Texas this year and Mr. Tom Stuckey, South West
Regional office of the FAA, presented our crew with
Flightline
the awards. Captain Steve Allen represented American
Airlines Flight Department and Captain Mike Leone
represented APA and the National Safety Committee.
A Daedalian trophy and award are presented
annually to the captain and/crew of a United States
certified commercial airline that has, in the opinion
of the Daedalian Awards Committee based on recommendations from, the Airline Pilots Association, the
Air Transport Association, the Allied Pilots Association
and the Southwest Pilots Association, demonstrated the
most outstanding ability, judgment and/or heroism
above and beyond normal operational requirements
during the preceding calendar year.
Only the names of the captains of the airline crews
who have won the award are listed below. It should
be recognized, however, that crew teamwork is a vital
factor in exceptional performance.
Lieutenant General Harold L. George Civilian Airmanship Award Recipients
2003
2002
2001
2000
1999
1998
1997
1996
1995
S A F E T Y
C O M M I T T E E
ORDER OF DAEDALIANS RECOGNIZES
EXCELLENCE ONCE AGAIN
1994
1993
1992
1991
1990
1989
1989
1988
1987
1986
1985
1984
1983
1982
1981
8
Catherine Mertz, American Airlines
James Almlie, Federal Express Flight 5080
Hans Mantel, American Airlines Flight 63
Doug Schull, Continental Flight 60
Jeffrey Sakuda, United Airlines
Bruce Harris, Delta Airlines
Steven E. Fulmer, American Airlines
Roger Ways, Southwest Airlines
Edwin Gannaway, (posthumously), Atlantic
Southeast Airlines
David G. Sanders, Federal Express
Lawrence L. Branstetter, Evergreen
International Airlines
Robert G. Galloway, Hensen Airlines
Stephen C. Bowen, Northwest Airlines
William C. Query, Atlantic Southeast Airlines
David Cronin, United Airlines
Alfred C. Haynes, United Airlines
Robert Schornstheimer, Aloha Airlines
Ray A. Lamb, Flying Tiger Line
Thomas Sullivan, US Air
John L. Testrake, Trans World Airlines
Michael Oswald, Cascade Airways
James E. Gibson, Reeve Aleutian Airways
Thomas N. Prinster, Pilgrim Airlines
Stanley L. Bernstein, Air New England
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
1970
1969
1968
1967
1966
1965
1964
1963
1962
1961
1960
1959
1958
1957
1956
Vernon F. Hansen, United Airlines
Richard Petrick, Flying Tiger Line
Charles E. Hersche, Continental Airlines
Jack McMahan, Delta Airlines
Greg E. Donald, United Airlines
Harold L. Hardy, American Airlines
William W. Moss, Pan American World Airways
Jack R. Shirley, Braniff International
William R. Haas, Southern Airways
Bobby E. Raines, Allegheny Airlines
Robert M. Wilbur, Jr., Eastern Airlines
James M. Cutler, Air West
No winner selected
William J. Donahue, Northwest Airlines
Charles J. White (posthumously), Eastern Airlines
Charles H. Kimes, Pan American World Airlines
Raymond J. Madden, Allegheny Airlines
Robert W. Freudigman, Mohawk Airlines
Robert E. McKenna, United Airlines
Milard W. Lossing, Allegheny Airlines
David G. Rall, Northwest Airlines
Daniel L. Boone, American Airlines
Stewart W. Hopkins, Delta Airlines
Gregory P. Thomas, Flying Tiger Line
Richard N. Ogg, Pan American World Airways
Summer 2005
Our hats are off to
both crews for making
us all look good.
They ’re truly “the
best of the best.”
Summer 2005
9
C O M M I T T E E
badly that Captain Jansen believed a thrust reverser
had deployed.
On the morning of September 16, 2004, Captain
Captain Jansen commanded an immediate return
Kurt Jansen and First Officer Reggie Belcher exhibited
to the airport, and First Officer Belcher turned the
superior airmanship when faced with an emergency
crippled aircraft towards runway 32L An emergency
onboard their aircraft. That day, Captain Jansen and
was declared as Captain Jansen retarded the left
First Officer Belcher were scheduled to operate
throttle, shut off the left fuel lever, and pulled the
American Airlines flight 1374 from Chicago, Illinois’
left fire handle. It was evident they were dealing with
O’Hare Airport (ORD) to Philadelphia, Pennsylvania
severe engine damage. Captain Jansen fired the
(PHL). The aircraft assigned
first fire bottle which extinwas a McDonald Douglas
guished the fire light for
MD82. Onboard the aircraft
approximately one second
was a crew of three flight
before the left engine fire
attendants and approximately
light returned. Captain Jansen
100 passengers. First Officer
attempted to fire the second
Belcher was the flying pilot
bottle, but found the fire
for this leg of their trip and
handle would not twist to
the flight was operated under
the Number 2 position.
Instrument Flight Rules (IFR)
The aircraft was now only
in accordance with 14 CFR
five or six miles from the runPart 121.
way. Captain Jansen helped
After normal pre-f light
First Officer Belcher configure
duties, passengers boarded
the aircraft for landing and
the aircraft, the engines were
ran a quick “before landing”
started, and Captain Jansen 2004 Lieutenant General Harold L. George Civilian checklist. Diverting his
taxied the aircraft to Runway Airmanship Award recipients AA Captain Kurt Jansen attention back to the left
04L for departure. The flight and AA First Officer Reggie Belcher.
engine fire, Captain Jansen
departed with an initial
again attempted to fire the
clearance from the control
second fire bottle. After five
tower to climb on the runway
or six attempts the bottle
heading up to 4000 feet
fired and the fire light was
MSL. Shortly after takeoff
extinguished. As First Officer
the crew complied with an
Belcher landed the aircraft,
instruction to make a right
Captain Jansen made a public
turn to 090 degrees as they
address announcement to the
retracted the gear and flaps
passengers and crew with an
while accelerating to 250 knots airspeed.
explanation of events and instructed the passengers to
At approximately 3,000 feet MSL, Captain Jansen
remain seated after landing unless otherwise instructed.
noticed a large flock of birds at their twelve o’clock
As the aircraft was stopped on a high-speed taxiway,
high position and shouted “birds.” First Officer
Captain Jansen kept the passengers calm while the
Belcher tried to avoid the flock by lowering the
Airfield, Rescue, and Fire Fighting (ARFF) personnel
aircraft nose but was unsuccessful. The aircraft split
inspected the aircraft for fire or smoke. The fire seemed
the flock down the middle with birds passing on
to be extinguished but it was apparent that extensive
both sides of the aircraft. Both pilots heard loud
airframe damage would preclude a normal taxi back
“thuds” as the birds impacted the airframe and
to the terminal. Passengers were deplaned via portable
engines. The left engine immediately seized and the
air stairs and bussed back to the terminal.
crew was presented with a left engine fire warning. As
I submit that this crew exhibited the highest level
Captain Jansen looked down to address the fire
of professionalism and superior airmanship under
warning, he noticed he also had a “left engine thrust
very challenging circumstances. They methodically
reverser unlock” light. The aircraft was shaking so
assessed the event and applied (continued on page 24)
S A F E T Y
2004 Award Recipients
Flightline
C O M M I T T E E
S A F E T Y
Flightline
SAFETY TOPICS –
FOQA Focuses on safety
BY CAPTAIN MIKE LEONE, SAFETY COMMITTEE CHAIRMAN
Editor’s Note: On February 9, 2005 the Board of Directors
voted to approve a Letter of Agreement with American
Airlines management authorizing the establishment of a
Flight Operations Quality Assurance (FOQA) program. This
Letter of Agreement marked the culmination of several
years of effort on APA’s behalf. The BOD and Captain
Mike Leone, APA Safety Committee Chairman, agreed that
APA must take the leadership role within American Airlines
where safety is concerned, and that having a FOQA
program is integral to enhancing safety at the airline.
AA is in the process of assembling FOQA program
components, including Airborne Data Acquisition System;
Data Download and Airborne System and Maintenance
System; and Ground Data Replay and Analysis System
(GDRAS). APA believes the system will be up and running
no sooner than this fall.
Following are answers to some of the most frequently
asked questions Captain Leone hears when discussing
FOQA with APA members.
What is FOQA’s mission?
To provide the pilots of American Airlines with
a proactive program that will enhance safety. FOQA
is a program for obtaining and analyzing data
recorded in flight to improve air carrier training
programs, operating procedures, air traffic control
procedures, airport maintenance and design, and
aircraft operations and design.
1
What does FOQA stand for?
FOQA stands for “Flight Operational Quality
Assurance.”
2
What does FOQA mean?
FOQA is a voluntary program for the routine
collection and analysis of digital flight data generated
during line operations to provide more information
about, and greater insight into, the total flight
operations environment. FOQA data is used to reveal
and correct root causes of identified problems. The
information and insights provided by FOQA can also
be used to reduce operational costs and significantly
enhance training effectiveness, operational procedures,
maintenance and engineering procedures, and air
traffic control procedures. FOQA data is unique
because it provides objective data that is not available
through any other methods.
3
10
Where did FOQA have its genesis?
Some foreign airlines have had FOQA-type
programs in operation for more than 25 years. The
pioneer in this area is British Airways, which started
a program in 1962 to validate airworthiness criteria
using flight recorder data. Currently, about 33 foreign
airlines have implemented FOQA programs. European
programs have flourished because a partnership
between regulatory agencies, labor unions, and air
carrier management has been forged with the focus
on improving operational safety.
4
When did FOQA get started in the U.S.?
In 1991, the FAA contracted with the Flight
Safety Foundation (FSF) to examine the technology,
benefits, and other issues that arose from FOQA-type
programs used by foreign airlines. As a result of this
study, the FSF recommended that the FAA initiate a
program to examine the benefits that FOQA programs
might provide to U.S. airline operators. At the
January 1995 Department of Transportation (DOT)
Aviation Safety Conference, it was recommended
that the FAA encourage and help U.S. airlines to
voluntarily implement FOQA programs. In particular,
it was recommended that the FAA sponsor FOQA
demonstration studies, in cooperation with industry,
to develop guidelines for such programs and to share
the concerns of airlines and flight crews regarding the
appropriate use and protection of recorded flight data.
The development of newer data-acquisition devices
that allow quick, inexpensive access to flight data,
along with sophisticated analysis software, have now
made it possible to routinely collect and analyze
flight data.
5
How many U.S. airlines have FOQA programs?
As of August 2000, there are eight major U.S.
airlines (Alaska, Continental, Delta, Northwest,
TransWorld, United, US Airways, and United Parcel
Service) and one regional airline (Continental Express)
with FAA-approved FOQA programs. Numerous
other major and regional air carriers have FOQA
programs under development. As airlines realize the
safety benefits of such a program, it is expected that
many more will participate.
6
Summer 2005
What is the Fleet Monitoring Team (FMT)?
The Fleet Monitoring Team is a group comprised
of at least three individuals who review the events
and trends for each fleet. The group is chaired by the
AA Safety Department representative and includes
team members from the APA. The APA team member
is the “Gatekeeper,” which is the only member who
will know the identity of the crewmembers associated
with the event. They will determine whether fleetwide or company-wide corrective recommendations
are necessary and will monitor any such actions.
9
10
Who is the FOQA Program Manager?
The FOQA Program Manager oversees the day-
Summer 2005
How does a FOQA program work?
The FOQA program works with the use of data
acquisition devices on board the aircraft, Flight Data
Management Units (FDMUs). The data is retrieved
from the aircraft and sent to the FOQA office, data
from flights is then verified and analyzed, utilizing
ground data replay and analysis systems designed to
convert the data into usable information. This is
done by the FOQA analyst. The analysis typically
focuses on events that fall outside normal operating
parameters, as determined by AA’s operational and
training standards, as well as the manufacturer’s
aircraft operating limitations.
The analysis results would then be presented
to a Fleet Monitoring Team. The FMT will identify
areas where corrective action is needed, determine
what corrective action should be undertaken and
then close the loop by tracking the effectiveness of
the corrective action.
11
What kind of equipment is needed for
a FOQA program?
Once the flight data has been captured, it must
be translated into a usable format and analyzed. This
analysis is typically performed through a specialized
software package, referred to as ground data replay
and analysis system (GDRAS). GDRAS will transform
f light-recorded data into a usable format for
processing and analysis; determine what events were
detected in-flight; and generate various reports and
visualizations to help the Fleet Monitoring Team
(FMT) interpret events.
An additional tool for the FOQA program is a
flight animation replay system. This system will assist
in the evaluation of flight operations events related
to safety of flight, training validation and flight
operation performance and ATC handling. This
system will provide real-time animation of the flight
and operational environment.
12
How is FOQA data protected?
All data gathered under FOQA is de-identified
as to the flight number and day of the flight. The
identifying information is available for a sevenday period to the APA FMT Representative (the
“Gatekeeper”) and then permanently erased. The
focus of effective FOQA programs is on identifying
systemic deficiencies, both internal and external, that
may affect flight safety. As a (continued on next page)
13
11
C O M M I T T E E
What is the American Airlines FOQA Program?
FOQA is a joint AA/APA safety program.
Personnel from AA and APA have been working on
the development of this program for several years.
The organizational structure of the program is
comprised of a Steering Committee, Fleet Monitoring
Team and a FOQA Program Manager. The FOQA
Steering Committee will provide high-level oversight
of the program and is composed of senior representatives from the AA and APA Safety Departments, the
APA Safety Committee, the AA Flight Department,
and AA Maintenance & Engineering Department.
8
to-day operations of the program and serves as the
liaison between the FOQA Executive Steering
Committee and FMT. The AA Safety Department is
responsible for this administration.
S A F E T Y
Why would AA and the APA want a
FOQA program?
The main reason is to improve operational
safety. By having a clear understanding of how aircraft
are being utilized in normal line operations, the airline
will discover previously unknown areas of unsafe
operation. Patterns and trends will emerge which will
identify problems in many areas such as unstable
approaches, exceedances of operating limitations,
and training deficiencies. By understanding these
areas of unsafe or potentially unsafe operations, the
airline will be able to identify the source of the
problem and take proactive corrective actions to
mitigate the problems.
A secondary reason FOQA data has provided
access to parameters that were not otherwise available
to help troubleshoot recurring problems and reduce
the number of “no fault found” component
removals. Aggregate data has been used to spot and
correct adverse operational trends such as excessive
brake wear and flap limitation exceedances.
FOQA data is also useful in assessing the quality
of training programs. It is particularly useful in
validating the instructional elements of the Advanced
Qualification Program (AQP) and providing insights
into its effectiveness.
7
Flightline
C O M M I T T E E
S A F E T Y
Flightline
result, airlines with FOQA programs have found that
the trends revealed from aggregate, de-identified data
are of far greater usefulness than data from any
single flight.
Could information from an approved FOQA
program be used against a pilot?
No. A significant change occurred in this
country as a result of the January 1995 joint industryGovernment Aviation Safety Conference. One of the
recommendations of this conference was that the
FAA encourage airlines to establish voluntary FOQA
programs, and provide assistance in getting such programs established. Further, the FAA Administrator
issued a letter in February 1995 stating that the FAA
would not use data gathered under an approved
FOQA program in enforcement actions against either
airlines or their employees. In December 1998, the
FAA Administrator Jane Garvey issued a FOQA Policy
Statement saying that the FAA will not use de-identified
FOQA information to undertake enforcement actions
except in egregious cases.
Additionally there is legislative language
included in the FAA Re-authorization Act of 2000
(HR1000) that will provide protection from
enforcement actions from the FAA where information
found as a result of an FOQA program.
Both the APA and AA share a common interest
in promoting safety. We have entered into binding
agreements that cover the uses of FOQA data and the
de-identification of individual crewmembers. With
these agreements in place, there will be no misuse of
FOQA data.
14
What happens to the PCMCIA cards after the
data is extracted?
There is a controlled procedure where the data
storage media are securely protected. After the data is
downloaded into the FOQA GDRAS system, the
PCMCIA card is reformatted by the software, removing
any previous recorded data.
15
Once the FOQA program is implemented, what
changes will be noticed by an AA crewmember?
The FOQA program will be transparent to the
pilot in normal operations. If more information is
needed about a particular flight, a designated member
of the FMT may call you. The purpose of the call is to
provide a greater awareness of the flight conditions
in an effort to improve safety.
16
17
12
If a designated Gatekeeper contacts me, am I
required to speak with them?
No. You are under no obligation to give any
information at all. Please keep in mind that the
information you do give will be strictly confidential
and only used to enhance safety. You may, at that time,
make a voluntary submission relating to the event
under the ASAP program. If you elect not to participate
in ASAP, your identity will remain anonymous. If
you elect to participate in ASAP regarding the event,
then the gatekeeper will assist the ASAP ERT upon
their request. When an event crosses from the FOQA
program to the ASAP program, the ASAP MOU will
govern the resolution of the event regarding the
crewmembers.
What is the future of FOQA?
Tremendous innovations in using FOQA data
have occurred over the past year. It is expected that
this growth will continue and that airlines will make
better use of FOQA data to examine and solve specific
problems. There will be continued work with the FAA,
ATC, and airport authorities to correct deficiencies in
approaches, arrival procedures, and departures that
are identified through FOQA. FOQA will play an
increasingly larger role in aircraft maintenance and
will increase reliability at airlines with programs.
New rules, from both the FAA and Congress, will
take effect that will offer further protections for not
only FOQA, but other voluntary safety reporting
systems as well.
18
Where can I get more information about FOQA?
Captain Mike Leone – APA Safety Committee
Chairman – [email protected]
First Officer Rob Baker – APA Safety Committee
Deputy Chairman – [email protected]
First Officer Jay Pellicone – APA Safety Committee
Deputy Chairman – [email protected]
19
General information on FOQA can be obtained
from the FAA’s site on the World Wide Web at
www.faa.gov. A draft copy of the FAA’s FOQA
Advisory Circular in plain text can be obtained at
www.fedworld.gov/pub/faa-oai/advisory.txt. If the
document is desired in Adobe Acrobat or MS Word
formats, simply substitute .pdf or .doc instead of .txt.
Another good resource for FOQA information is
the Flight Safety Foundation (www.flightsafety.org).
They have developed reports on FOQA and have had
articles concerning FOQA in their publication, Flight
Safety Digest.
The General Accounting Office, at the request of
Congress, has also issued a special report on
“Efforts to Implement Flight Operational Quality
Assurance Programs.” It can be obtained at
www.gao.gov/AIndexFY98/abstracts/rc98010.htm
Summer 2005
P B S
O V E R V I E W
PREFERENTIAL BIDDING SYSTEMS
BY FIRST OFFICER SCOTT GOUNAUD, NEGOTIATING COMMITTEE CHAIRMAN AND
FIRST OFFICER ANDY SIZEMORE, NEGOTIATING COMMITTEE MEMBER
Recently, preferential bidding systems (PBSs)
package that creates lines of flying from a pool of
have been the subject of a number of comments and
sequences according to a set of rules or preferences created
questions from the membership. As related in an
by individual pilots. If you have ever used a bid sorting
April APA News Digest, the Negotiating and Technical
program like BidPro®, you are already familiar with the
Analysis and Scheduling Committees have been
basic concepts of creating a preference list. Depending
reviewing the state of preferential bidding in the
on the program in use, the pilot can provide a rank-
industry. Interest was driven largely by the fact that
ordered or value-weighted list of desirable traits such
American Airlines is in the process of finding a
as days off, sign-in times, layover, high/low time, etc.
replacement for its
1985 vintage bid line
generator, and virtually
all such products are
versions of preferential bidding systems.
Currently, American
Airlines is one of the
only major airlines that
does not use preferential bidding, so we
thought it would be
useful to learn what we
Just to be clear,
APA is not contemplating
any changes to
bidding procedures.
Even if AA acquires a PBS-type
line builder, they would still be
obligated under the current
contract to publish bid sheets.
The difference is that
while bid sort programs
analyze and rank preconstructed lines to best
match your criteria, a
PBS will analyze and
select pre-constructed
sequences to build an
entire line of flying.
In other words, PBS
takes out the “middle
man” and goes from
sequences to “finished
could about these programs. Based upon what we
line” without stopping at “published line.”
have learned, we would like to provide an overview to
Conceptually, a preferential bid award should result
the membership covering what PBS is, how it works,
in a schedule that more closely matches the pilot’s
and its future implications for American Airlines.
original objectives in one step. On the other hand,
Just to be clear, APA is not contemplating any
typical line bidding as practiced today at American
changes to bidding procedures. Even if AA acquires a
Airlines involves several steps that begin with a bid
PBS-type line builder, they would still be obligated
award that is followed by subsequent attempts (SEP,
under the current contract to publish bid sheets. The
TTOT, MU, etc.) to “fix” the original award. This process
information below is provided for information only.
is limited by both the availability of open time and
the red/green weighting of SEP and TTOT. Apart from
What is PBS?
In its most basic form, a PBS is simply a software
Summer 2005
some of the difficult issues related to the conversion
itself, pilots who have used (continued on next page)
13
Flightline
P B S
O V E R V I E W
both traditional and preferential bidding are gener-
that employs it – there is no “one size fits all” or “off
ally positive on their experience under PBS.
the shelf” PBS. While each PBS vendor employs a
unique sorting engine as part of its proprietary soft-
How PBS can help you
ware package, the rules by which trips are awarded
As an example, are you a commuter who likes to
and the user interface employed is determined by the
work as much as possible in a short time span so you
requirements of the end user. In order to implement
can spend extended periods at home? AA won’t
a functioning PBS system, the individual airline and
publish a schedule like that on the bid sheet because
its unions must first agree to a set of processing rules
it might be awarded to a non-commuter who would
that honor the existing labor contract and FARs. For
howl. Planners would rather build a line with a
example, some of these rules address how conflicts
predictable rhythm or “cadence.” On the other hand,
are resolved. Whether or not a pilot is allowed to
a PBS would award back-to-back trips if requested
create potential conflicts with training, vacation, or
and available.
prior month activity is a programmable feature that
Are you an international pilot who would like one
would be negotiated prior to implementation. A key
trip to Europe, one to South America, one to Hawaii,
point to remember is that the underlying labor contract,
and one to the Caribbean? You won’t find that on any
and not the PBS itself, ultimately determines how the
bid sheet, because planners tend to build trips with
system functions.
similar sequences (referred to as “purity”). In order
Historically, preferential bidding has been viewed
to create such a line under today’s bid procedure, a
negatively by APA because of its association with
line holder would first have to be awarded a line that
greater pilot utilization. While a conversion to a PBS
was “close” and then use SEP, TTOT, and MU to
certainly can be accomplished in conjunction with
build the schedule he wanted. At least in this regard,
changes to the contract that create more efficient
we already have a type of preferential bidding, but
schedules, it is not a forgone conclusion. The PBS rule
one that is highly dependent on open time and the
set that is agreed to in advance of implementation
red/green constraints of SEP and TTOT.
can be viewed as an infinitely adjustable rheostat
that can improve, maintain, or degrade the relative
Contract, not PBS, determines bidding
efficiency of the traditional line bidding process. In
Preferential bidding systems have evolved
other words, it is entirely possible to design a PBS
substantially since they were first introduced into the
system that resulted in the exact same pilot utilization
airline industry, and most major airlines currently
as the current bidding system. Thus, any assertions
employ or are in the process of transitioning to
regarding the impact of PBS on jobs or total pilot
preferential bidding for their crew members. PBSs are
costs are strictly hypothetical in absence of an agreed-
marketed by a handful of technology companies that
upon set of implementation rules.
cater to the needs of large transportation companies
(airlines, railroads, trucking companies, etc.) that need
Flightline
Common misconceptions about PBS
to accurately pair operational schedules with qualified
One oft-repeated misconception is that PBS works
crews while observing the many restrictions of various
like a “black box,” thus preventing any explanation
regulatory agencies and labor contracts. Accordingly,
of why a pilot got a particular award. On the contrary,
these programs are all highly customizable to the
any of the top tier preferential bidding programs can
particular circumstances of the transportation company
provide a detailed report with the individual award
14
Summer 2005
P B S
O V E R V I E W
explaining the results. This feedback will show the
pilot exactly why he received a particular award and
One of the distinct advantages of some PBS systems
assist him in modifying the selection criteria for
is that they can create more desired outcomes than
future bid runs.
standard line bidding. This is because many PBS
Another stated concern is that an airline could
systems go through an optimization process after the
somehow alter the PBS programming at will to
initial award process which attempts to satisfy the
achieve greater cost savings. While this could obviously
maximum amount of preferences throughout the
happen if a union gave the employer a blank check on
seniority list. As an example, let’s assume pilot “1”
running the program, in practice all the parameters
had asked for a three-day trip worth at least 16 hours.
are locked in ahead of time and cannot be modified
During the initial award run, he was awarded a three-
without the mutual consent of both parties. Any
day trip worth 17 hours that lays over in LAS. Pilot
attempt at tampering with the processing rules is
“2” has asked for a three-day trip that lays over in LAS
detectable. In fact, once the system is set up, the
but doesn’t care how much it is worth. He was
bidding process could be run entirely by a third party
awarded a three-day trip worth 18 hours - but with no
or even the union itself. The underlying lesson is that
LAS layover – on the initial run. During optimization,
the critical elements of implementing a PBS are
PBS would likely swap the two trips, increasing the
determined by thoroughly understanding, analyzing,
number of satisfied pilots in this micro-example
and agreeing to the processing and implementation
from one to two. As mentioned above, an audit trail
rules ahead of time.
is kept during optimization so a pilot can go back
Yet another concern is that the top 20% of pilots
Summer 2005
PBS Advantages
and determine “Why did/didn’t I get that trip?”
in a bid status will get everything they want and the
A concern often heard is that “PBS won’t allow trip
bottom 80% will be unhappy. Again, while this could
drops for training or vacation.” Once again, this
theoretically happen if every pilot in a given bid status
function is dependent on the underlying contract,
wanted the exact same trips on the exact same days,
and not the bidding system. For example, the new
in practice this does not happen. Experience at other
vacation system that was established with the 2003
airlines suggests the top third get their trips of choice
contract has had the effect of removing any incentive
and their preferred days off, the middle third get most
for maximizing trip drops due to vacation. As a result,
of their preferred days off and some of the trips they
the number of vacation conflicts has plummeted
want, and the bottom third of the list will get some
without any use of preferential bidding. Whether or
of their preferred days off but little of their preferred
not vacation and training dates are laid down before,
trips. Keep in mind that the definition of “preferred”
during, or after the construction of a pilot’s schedule
can vary greatly from pilot to pilot. A relatively senior
is a fully programmable feature within preferential
pilot may be happy with weekend three-day trips
bidding. However, a PBS does offer some options not
because his kids are grown and he likes to play golf
currently possible. For example, under a PBS, it is
during the week when the courses are less crowded.
possible to “bid” for training dates rather than simply
A senior commuter pilot may be happy with trips
identify prohibit dates. It is also possible to bid for
that report after 1600 and release before 1200, and
days off on either side of vacation to extend the
where the trip lays over is not an issue. That being
amount of time off. In non-vacation months, a pilot
said, high demand preferences like having Christmas
could set a preference for a low time month if he/she
Day off will continue to be awarded by seniority.
needed some extra time off. (continued on next page)
15
Flightline
P B S
O V E R V I E W
Finally, we have heard some assert that PBS cannot
nuances of preferential bidding rather than just
handle “fly-through” time in the new month. While
labeling it as good or bad. As the chairman of a
that may have been true in 1991 when APA last studied
carrier’s scheduling committee related, “You guys at
PBS in detail, it is not true now. Whether these trips
AA and Southwest have absolutely no idea how good
are conflicted, added to CPA for a high-time month,
life is on my side of the PBS fence. From your side, all
or avoided in the construction of the next month’s
you see is how high the fence is and the problems
flying are part of the programmable rules of any
you’ll encounter climbing it. Trust me, the view from
robust PBS. Some of the
aforementioned limitations
existed in earlier versions
of preferential bidding, but
these software applications
have come a long way
since then.
over here is worth the
Will APA let AA simply
impose their desired
version of PBS on the
pilots? Not a chance.
climb, but you’ll have to
make that decision on
your own.”
Would AA like to convert
to a PBS? Certainly. Would
they like to make flight
crew
Is PBS in our future?
scheduling
more
efficient? Of course. Will APA let AA simply impose
So what is the future of PBS at American Airlines?
their desired version of PBS on the pilots? Not a
For now, no changes are planned. If a PBS is acquired
chance. However, even if a preferential bidding system
by the Company for generating bid sheets, they will
were implemented in a pilot cost-neutral manner, the
simply use generic preferences to create lines from
Company would still realize savings through simpli-
which pilots would then bid. As has been the case in
fication of the bid process and a likely reduction in
the past, pilots would then set about “fixing” their
personnel in Crew Resources. The most likely scenario
awarded line of time through SEP, TTOT, and/or
is that AA will want to negotiate on PBS as part of our
makeup.
next Section 6 negotiations. In the meantime, the
Converting to PBS represents a large culture
Company will probably acquire a preferential bidding
change at any airline. It will take a commitment from
system to replace their current line generator, and your
both labor and management at AA to do it right if
base planners will input generic preferences in order
it is to be done, and the conversion to preferential
to create the bid sheets we use today. PBS will
bidding can rarely be undertaken in less than a year.
be just one of many topics with which pilots will
Preferentially bidding, like many potential changes,
need to become familiar as we enter into Section 6
offers risks and opportunities. It is therefore incumbent
negotiations.
on every pilot to become familiar with the many
Flightline
16
Summer 2005
I asked Flightline to re-run this article I wrote more than four years ago. In all that time, very little has changed except that the
debrief system has been re-named. Hotel transportation consistently elicits the largest amount of complaints I see. For example, I
receive a copy of all hotel and transportation-related P2 debriefs each Monday. Today there were 15. All but two were about hotel
transportation. As a reminder, you are not required to wait any specific amount of time for your ride to or from the airport. The
decision regarding “untimely” is yours alone. Use judgment. — Captain Kent M. K. Haina
I attend two meetings each year with my counterparts from all of the other air carriers both domestic
and international. Believe it or not, our number one
issue at these conferences has nothing to do with
hotel rooms, local area attractions, or food and
beverage discounts. The most common complaint
industry-wide from crews on layovers is transportationrelated.
Over the last six
months, 70% of all
debriefs I have received
involve late pickups,
no pickups, safety, and
other vehicular vicissitudes. Part of me wants
to say if that’s all we
have to complain about,
I guess we’re doing
pretty well. The other
part says that we have a
big problem here that needs to be addressed.
Transportation arrangements vary by city. In some,
we use a dedicated limo company, and in others, we
use the hotel van service. Sometimes it’s a mix of
both. In most of our exclusive contracts, we are the
only riders, but in some of our hotel-provided limos,
we share with other crews and guests.
Limo services receive the list of scheduled crews,
flight numbers, arrival time at the hotel, and
departure time from the hotel about 10 days prior to
the following month. The airline has already
adjusted these schedules for travel times based on
historical models.
Crew attempts to change a departure time can
cause a ripple effect throughout the rest of the day.
Currently, the programming used to determine this
Summer 2005
time is extremely inflexible and it is best to go as
scheduled unless other legalities are involved.
A company’s ability to know exactly when you will
be at the curb, and its skill at compensating for
multiple variables separate the winners from the
losers. Late arrivals, off-schedule operations, and lastminute changes are extremely problematic in this
delicate balancing act.
Limo dispatchers often
call the local station,
Dial-AA-Flight, or the
hotel/limo desk to get
updates on our arrival
times. The information
they receive is frequently
inaccurate and causes
frustration for crews and
drivers alike. I call the
transportation provider
from my cellular phone
before we even head for the curb to check on their
status, and you might consider this approach also.
Recently, we have begun encouraging these
companies to log on to www.flightview.com to
obtain better information. This service shows the
exact location of every scheduled flight based on FAA
radar, and its ETA based on current conditions. From
here, ground time estimates, local traffic adjustments,
and other variables can be compensated for to give
you and your ride a perfect rejoin — in an ideal world.
Section 7, C. of our collective bargaining agreement
states, “Pilots who are authorized lodging shall be allowed
actual expenses incurred for necessary transportation
between the airport and the hotel/motel of lodging if the
planned transportation is untimely or ground transportation
is not made available by the (continued on page 26)
17
C O M M I T T E E
BY CAPTAIN KENT HAINA (ORD); NATIONAL HOTEL COMMITTEE CHAIRMAN
H O T E L
HOTEL HAPPENINGS –
Solving Ground Transport Woes
Flightline
C O M M I T T E E
PERCEPTUAL ILLUSIONS –
“Visual Style”
BY FIRST OFFICER CHRIS MANNING, LGA BASE SAFETY COMMITTEE
AND CAPTAIN MIKE LEONE, APA SAFETY COMMITTEE CHAIRMAN
Visual illusions result from many factors and
appear in many different forms. Illusions occur when
conditions modify the pilot’s perception of the environment relative to his or her expectations, possibly
resulting in spatial disorientation or landing errors.
Spatial Disorientation is defined as the inability to
accurately orient oneself with respect to the earth’s
horizon. We use four sensory systems to maintain
our orientation and equilibrium: visual, vestibular,
somatosensory and auditory systems. There are three
types of SDs:
• Type I – unrecognized – generally results in (CFIT).
• Type II – “recognize, confirm, recover” – resulting
in successful reorientation.
• Type III – incapable of recovery “giant hand” –
usually resulting in death.
Landing errors generally occur from visual
illusions or perceptual errors.
Vision by far is the most important sense used
during flying. Being aware of our visual perception is
as important as knowing the circumstances where
our vision is not reliable. From a visual perspective,
illusions are mostly the result of light rays being
distorted as they pass through air that contains dust,
fog, haze, etc. These objects allow light to be refracted
(bend) before reaching the eye. The result is poorly
focused objects and distorted visual cues. This affects
the pilot’s ability to judge an object’s size, shape,
distance and speed.
From 1984 through 1997, the Flight Safety
Foundation task force found that disorientation or
visual illusions was a casual factor in 21 percent of
the 76 approach-and-landing accidents and serious
incidents. Poor visibility was a circumstantial factor
in 59 percent of those accidents and incidents. View
the following table with this scenario: 200’ ceiling and
low visibility (-6000RVR) during your approach to
land at the destination airfield at night. Even the most
seasoned veteran perhaps could have difficulties
combating the insidious “visual illusion.”
S A F E T Y
FACTORS THAT CAUSE VISUAL ILLUSIONS
AND RESULT IN INCORRECT PILOT INPUTS
Flightline
FACTOR
PERCEPTION
ACTION
RESULTS
Runway long or narrow
Runway or terrain uphill slope
Too high
Push
Land short/hard
Runway wide or short
Runway or terrain downhill slope
Too low
Pull
Land long/overrun
Bright runway lighting
Too close (too steep)
Push
Land short/hard
Low-intensity lighting
Farther away (too shallow)
Pull
Land long/overrun
Light rain, fog, haze,
mist, smoke, dust
Too high
Push
Land short/hard
Entering fog
(shallow layer)
Pitch-up
Push over
Steepen glide path/
(CFIT)
Flying in haze
Farther away (too shallow)
Pull
Land long/overrun
Wet runway
Farther away (too high)
Late flare
Hard landing
Crosswind
Angled with runway
Cancel drift
correction
Drifting off track
Source: Flight Safety Foundation Approach-and-landing Accident Reduction Task
18
Summer 2005
Summer 2005
19
C O M M I T T E E
5. The aircraft LMP indicator must display the
correct equipment status, or better, required for
the type approach being conducted. 737 and 777
aircraft do not have an LMP indicator. LMP
status is based on the E-6 logbook and required
equipment in the Aircraft Operating Manual.
The PNF now referred to as the “pilot monitoring”
has a large defined responsibility for the success of
the approach and landing. The pilot monitoring is
the first line of defense against visual illusions that
are delineated above. With the decreased visual cues
available to the pilot landing (CA) and all of the
human factors in play during a low visibility approach,
there should be no doubt how critical the role of the
pilot monitoring job is. Transitioning from IMC to
VMC, the statistical risk of a visual illusion and resulting
operational error occurring increases greatly. Because
of this, the pilot monitoring must continuously cross
check the instruments with the visual cues received
as the approach continues. Pilot monitoring duties
include monitoring of the flight path with emphasis
placed on the glide slope, airspeed and sink rate. The
pilot monitoring will call out any deviations.
To combat the insidious nature of visual illusions,
be aware of all weather factors and how they would
affect the airport environment to include terrain,
airport and runway hazards; and adhere to defined
(PF) pilot flying vs. (PM) pilot monitoring duties.
A variety of variables affect the processing and
perception of visual information by the brain. These
include experience and expectancy, fatigue/sick and
other self-imposed stresses. Experience could entail
the airplane, airport and time since your last flight.
Fatigue will affect your eyes’/ brain’s ability to
interpret/process information in a timely manner.
Sick encompasses all of “fatigue” plus allows the
other sensory systems to send false information to the
brain. Increased self-imposed stresses (dehydration,
hypoglycemia, self-medication) decrease your eyes’
physical ability to capture images and increases your
perception/reaction time.
Vision is simply light reflected from the object
you are viewing. Next visit to your AMD, take your
sunglasses with you to experience how limiting the
available light to your fovea vision will decrease your
20/20 acuity to an average of 20/30. Illusions could
always be present; the difference is how you the pilot
have prepared for such illusions.
(continued on page 25)
S A F E T Y
To reemphasize the importance of perceptual
recognition, let’s look at the time you as the pilot have
to react from your CAT I [DA] inbound. From 200’ AFL
at 500 FPM sink, you have 24 seconds to analyze and
react to perceptual recognition, which may include a
visual illusion you must identify and avoid. Visual
illusions are most critical when transitioning from
IMC to VMC conditions. Visual illusions usually
induce insidious crew inputs that cause the aircraft to
deviate from the vertical flight path or horizontal
flight path. Approach hazards should be assessed
during the approach briefing by a thorough review of
all “illusional“ threats.
The following are cited often during accident
investigations involving visual illusions:
• Unconscious modification of the aircraft trajectory
to maintain a constant perception of visual
references.
• Natural tendency to descend below the glide slope
or the initial glide path during visual transition.
• Failure to detect the deterioration of visual
references.
• Failure to monitor the instruments and the
flight path because both pilots are involved in
the identification of visual references.
Training and experience has exposed us to many
situations where visual illusions are present. We have
trained to prevent the “visual illusion trap” that we
may be exposed to during our sortie. Our procedures
have been developed over time to combat these
illusions, especially during low visibility approaches.
Many aviators here at American have seen multiple
procedural changes in the way we conduct low visibility
approaches. THE CURRENT MANDATORY PART ONE
POLICY FOR A UNRESTRICTED CA AND FO - Low
Visibility Approaches - A. Approaches conducted with
a reported RVR of less than 4000 feet or visibility less
than 3/4 mile are subject to the following restrictions:
1. The pilot in command (PIC) will land the aircraft.
NOTE: If the PIC is a qualified Check Airmen
the second in command may land the aircraft.
2. Maximum landing weight will be based on
Airport Analysis “wet” runway requirements.
3. The crosswind component shall not exceed 15
knots. See Landing Wind Limits (this section) for
crosswind limits below RVR 1800 or 1/2 mile.
4. Specific procedures for each type of low visibility
approach are located in the respective
Operating Manuals.
Flightline
BENEFITS DEPARTMENT
Flightline
COMPANY HEALTH BENEFITS –
Useful Tools
BY MIKE KNOERR, DIRECTOR OF BENEFITS
The Company has introduced some useful tools in the last year to improve the benefits experience of their
employees. Are you taking advantage of them? If not, it’s not too late; these programs are here to help you.
Please refer to the chart below for a brief description of these useful tools.
WHO ARE THEY
HOW TO CONTACT
WHAT THEY DO
WebMD
Log in to Jetnet at
http://jetnet.aa.com
and click on “Benefits
& Pay”, find the
WebMd link.
HealthQuotient — By completing an assessment that
provides a personal overall health rating, this tool can
make individuals more aware of their health risks as
well as provide information about options to reduce
serious health risks. This information is NOT shared
with the Company or UHC.
DrugCompare — This tool will educate consumers
about the underlying out-of-pocket and total costs,
along with potential medication alternatives based
upon the individual’s Health Plan. Users receive an
analysis of a medication and its therapeutic equivalents,
including generics.
CostCompare — An extension of WebMD’s
PlanCompare, CostCompare is a tool that helps
employees understand their out-of-pockets costs along
with the amounts they would pay if they had no health
coverage. Depicts for users the price difference between
in-network vs. out-of-network utilization, generic vs.
brand medications, along with other vital comparisons.
PlanCompare — Creates dynamic side-by-side views of
plan features, such as co-pays, pharmacy coverage or
hospitalization. Users can then drill down to a tailored
comparison across plans showing information that is
most important to them and their families. Keep this
option in mind during open enrollment this Fall.
UHC Nurse
Advocate
POS and RPOS Plan
Participants only
1.800.599.4716
www.myuhc.com
This voluntary program started June 2005 to help assist
those with chronic or complicated health issues better
manage their care. Nurse Advocate Service is available to
help you stay healthy, get healthy or manage a health
condition. Since the nurses who participate in this
program are UHC employees, they have access to your
medical UHC claims to better assist them in responding
to your individual needs. This information is NOT
shared with the Company and no Company employees
are nurses in this program.
Retiree Point of
Service
www.myuhc.com
New retiree medical program added for retirees under age
65. $1,000,000 lifetime maximum including preventive
care for a contribution of $50 a month for employee,
$100 a month for employee and spouse, up to a maximum
of $150 a month for family coverage. You may enroll in
this program when you retire, or after you retire, during
(continued on page 26)
open enrollment each year.
20
Summer 2005
Editorial
One Day Healthy– Then I Needed Spine Surgery
True Story With A Great Success
By Captain Jay Norelius
Summer 2005
The night of April 25, 2004 I went to bed totally
of disc replacement and each individual must be
healthy following the joy of meeting my newest
approved as a unique case. I was in the clinical trial
grandson. The next morning I awakened with a
period and my case met the parameters.
slightly “sore neck” and during the next week I began
The disc surgically
to lose function of my right arm, right wrist and two
implanted in my neck
fingers. Over a period of about a month, I underwent
is called “Prodisc-C”
an attempt at solutions by “better living through
and is a product of the
chemistry” medications, had an MRI, CATSCAN,
Sythes Spine Company
numerous visits to various physicians and even one
in Germany. You can
upper spinal steroid injection—unfortunately with
check out this type of
zero improvement. I was eventually diagnosed with
surgery and hardware by typing in: “Prodisc-C”
“rupture” of the C6/C7 upper neck disc—cause
and/or “Synthes Spine” for a Google search to get
unknown, possibly precipitated by an earlier injury
several very useful Web sites. Prodisc-C is available
during an aircraft ejection in the 1970s.
for both upper and lower disc replacements.
On May 20, 2004 I underwent disc-replacement
My surgery was done by Dr. Kevin Gill with the
surgery for a totally degenerated disc at C6/C7. I
Orthopedic Specialists Group in Dallas, Texas. Dr. Gill
opted for the use of a new “replacement” type disc—
is one of a handful of surgeons in the U.S. approved to
similar to “hip replacement”—rather than the
perform the surgery. He has done thousands of
traditional bone fusion and metal plate type surgery.
successful spine surgeries and is a top-notch surgeon—
At the time this surgery was still undergoing clinical
at least from my perspective and the recommendation
trials here in the USA, but had been done for several
of several other friends. Other approved spine institutes
years in Europe. Recently I was told it is about to be
and surgeons can be found on the various Web sites.
approved by the FDA here in the USA—not sure
Total cost of the surgery was about $40,000 (surgery,
about that rumor.
hospital, etc.). The cost was paid for by my company
After much prayer, family and professional
medical program. Total out of pocket expense was
consultations, we decided to have the replacement
about $1,500.00. The actual surgery can be done as
disc surgery. I opted for this surgery to potentially
“day surgery.” However, I spent one night in the
prevent returning for more surgery at a later date
hospital since it was done late in the afternoon. I also
with a higher risk of loss of mobility in my neck.
was required to wear the normal “neck brace” for
Obviously, there are medical parameters for this type
about six weeks following (continued on next page)
21
Flightline
Editorial
the operation. I was not required to wear the brace
process, I received approval to reapply for my First
full time, but only when traveling in a car, riding in a
Class Pilot medical. In late October I received an FAA
plane, etc.
“Special Issuance” First Class medical license. My
No surgery is “fun.” There are side effects with the
spinal health must be reviewed on an annual basis for
various post-operative medications for pain and
future FAA approval. Based on my current condition,
associated post-surgical symptoms. All resided in the
I have no concerns that future approval will be
nuisance category and were resolved in a couple of
granted. To the best of my knowledge, I am the first
months. In truth, the actual surgery took more out of
pilot approved by the FAA for this type of disc
me than I expected, but I now feel great.
replacement surgery.
From a personal standpoint I consider the surgery
I now know firsthand of the pain and debilitation
a total success. I had lost function of my right arm,
associated with spinal disc failures. My biggest regret
was in intense constant pain and lost feeling in
is that I waited over a month to get the surgery done.
two fingers prior to the surgery. My only lingering
As I’ve learned recently, the longer you wait with
symptoms are a somewhat “tingling” first finger plus
obvious intense pain and dysfunction, the higher the
some slight neck and shoulder pain from time to
likelihood of nerve damage. Nerves heal very slowly.
time, but it is very slight and certainly not continuous.
If you have any questions, please don’t hesitate to
I should also add that every now and then I have some
give me a call (972.401.2865 home or 214.868.8008
issues with headaches, which are a known follow-on
mobile). I was told by Dr. Gill that he expects this
with spine surgery. There is a high probability that all
type of disc replacement surgery to become the
of these minor issues will be gone by the one year
“standard” of the future. Dr. Gill will also accept calls
point. None of them are in any way life-changing
and his number office number is 214.350.7500.
issues—just a minor annoyance. To the best of my
Food for thought regarding use of sick days/hours.
assessment – and Dr. Gill’s professional assessment –
I previously used very few sick days with AA over my
I have lost no mobility in my neck. Last month I
16-year career. This unexpected medical event made
went kayaking and white water river rafting—can’t
me very thankful I had a lot of sick days in the bank!
ask for more than that!
Also, as the typical pilot I vaguely accepted that health
From a professional standpoint this surgery was a
bit of a risk. As a professional airline pilot any surgery
can change rapidly—of course, always to someone
else, not to me!! Not so, as this experience proved!
which is in a clinical trial arena raises immediate
The good Lord blessed me with a wise wife, great
issues with the FAA. I used the professional services
surgeon who was up on the most advanced medical
of the Aviation Medicine Advisory Service (provided by
technology, a viable medical plan and APA’s help
APA). They did a superb job communicating with the
with the FAA. My family and I are deeply thankful for
FAA. The FAA aeromedical department did a thorough
a positive outcome.
review of my conditions prior to and after surgery.
They required all of the pre- and post- operative notes
from Dr. Gill. After a nearly two-month evaluation
Flightline
22
Summer 2005
Please answer the following question:
WHAT DOES A PILOT FEAR THE MOST?
a) I don’t know the meaning of the word fear
(spoken with an Arnold accent).
b) Your brother-in-law has skipped town after
investing your entire 401(k) in that new Arizona
mushroom farm.
c) Your spouse hires Johnny Cochran for your
divorce proceedings.
d) Losing control of your aircraft.
If you chose answer d) you can relate to this story,
although I empathize with those who chose b) or c).
Not too long ago, I was a First Officer on a flight
in which the ailerons jammed and we were unable to
turn. I am writing to inform you of a system on every
transport category aircraft that few of us are familiar
with, but should be. Read on, you need to know this.
It was a clear and beautiful evening over DFW,
although the story would have been much more
interesting if it was a dark and stormy night. During
a turn over the inbound cornerpost, the autopilot
tripped off and the Captain took control. When he
found the ailerons jammed, he asked me to help him
right the aircraft. Between the two of us, with knees
wedged between the floor and the yoke, we were
barely able to overpower the bind and roll out.
However, the malfunction persisted and we were
unable to steer. Looking through the ops manual and
calling maintenance offered no solutions. Now, 50
miles north of the field, we could only try to turn
back, as we did not have enough fuel to land at a
field to the north. So, with an all-out effort, we got
the ship into eight degrees of left bank.
Now, on a dog-leg to final, we had only one more
turn to make to line up with the runway. It was during
this turn that one of us, purely by accident, pushed
on the control wheel with 50 pounds more pressure
than the other (I like to think it was me, as I had visited
the gym that month.) The jam abruptly disengaged
and caused us to enter into an unusual attitude due
Summer 2005
to the force we exerted on the yoke. Once recovered,
we both felt the emergency was over since the plane
appeared to fly. However, as the Captain tried to fly,
he asked me to try my side. I soon realized that I had
no aileron authority at all, just a sloppy wheel.
Although the yoke moved freely, the plane didn’t.
The Captain had what appeared to be partial aileron
authority. He quickly relearned how to fly this broken
bird and landed safely.
Why am I relaying this story to you? So that you
can be prepared if it ever happens to you. According
to FAR 25.671(c):
The airplane must be shown by analysis, tests, or both,
to be capable of continued safe flight and landing after
any of the following failures or jamming in the flight
control system and surfaces (including trim, lift, drag,
and feel systems), within the normal flight envelope,
without requiring exceptional piloting skill or strength.
Probable malfunctions must have only minor effects on
control system operation and must be capable of being
readily counteracted by the pilot.
Also, according to FAR 23.1329(g):
There must be protection against adverse interaction of
integrated components, resulting from a malfunction.
Therefore, every transport category aircraft is
designed with some sort of redundant control system,
whether or not a procedure is listed in the ops manual.
In many cases, there is a control wheel disconnect
device. If enough differential pressure (by design,
usually 50 lbs. differential pressure) is applied to the
control wheels, they will disconnect. Either both
pilots can steer in opposite directions or one pilot
can hold the wheel centered while the other attempts
to steer. Once separated, the right yoke drives the right
aileron and the left yoke drives the left aileron. The
idea is if one side is jammed, the other should work.
That is exactly what happened during the event you
just read about. We landed safely after a harrowing
experience. Will you? Keep this tucked away just
in case.
23
COMMITTEE
BY FIRST OFFICER BILL HARBEN, SFO COMMNET OFFICER
COMMNET
SAFETY TOPICS –
Losing Control
Flightline
A Bright Light for the Industry
of the uniformed crew members.
“Visiting the hospitals is like a throwback to the
days when pilots really commanded respect,” he said.
The APA has been a strong supporter of Pilots for
Kids; 250 association members are serving with the
organization.
“It’s important for people to know that members of
the Allied Pilots Association are out their making a
difference in our communities,” he said.
Bogosian says that it is very satisfying to give back
to the community, and other volunteers who have
joined him have felt the same way.
“Everybody should do some kind of volunteer
work,” he said. “It really does the heart good to help
people who are less fortunate than you.”
For more information about Pilots for Kids, log on
to www.pilotsforkids.org
S A F E T Y
accident,” said Bogosian. “We
were cutting up with him, and
as we left, he raised his hand
and waved goodbye; the
nurses said it was the first
time he had raised his hand
since the accident.”
The scene was one of the many special moments
Bogosian has experienced with Pilots for Kids, a
worldwide organization dedicated to visiting children’s
hospitals and delivering toys and other needed items.
Bogosian and his wife joined the organization six
years ago.
“My wife and I have healthy kids, and we joined as
a way of giving back to the community,” he said.
Bogosian, Dallas-Fort Worth coordinator for Pilots
for Kids, arranges visits to two area children’s hospitals
at Christmastime. Volunteers come loaded with presents
bought through donations to the organization.
“We cut up, have a good time, and the kids enjoy it,”
he said. “To see the smiles on their faces is incredible.”
The children are usually a bit awestruck by the sight
(continued from page 7)
ORDER OF DAEDALIANS
Flightline
24
Pictured L-R: CA Mike Leone, CA Kurt Jansen,
FO Reggie Belcher, Mr. Tom Stuckey and CA Steve Allen.
proper emergency response procedures. They protected
their passengers and cabin crew while maintaining a
professional demeanor. We commend them for their
(continued from page 9)
example of expert composure and skill and are very
proud that the Order of the Daedalians has chosen
American Airlines Captain Jansen and First Officer
Belcher for the Lieutenant General Harold L. George
Civilian Airmanship Award.
This is the second year in a row that American
Airlines pilots have been recognized for superior skill
and airmanship. Last year’s recipients of the Daedalian
Award were Captain Kathy Mertz and First Officer
Scott Palmer for their F-100 bird strike followed by
uncontained engine failure that they encountered
departing LGA with an emergency divert into JFK.
Our hats are off to both crews for making us all look
good. They’re truly “the best of the best.”
The APA Board of directors has also unanimously
named Captain Kurt Jansen and First Officer Reggie
Belcher to receive the annual APA Safety Award for
Excellence to be presented at the fall BOD meeting.
Summer 2005
SLOWING THE BURN RATE
(continued from page 4)
FUEL CONSUMPTION EFFICIENCY
60
ASMS/GALLON
58
56
54
52
50
1Q05
4Q04
3Q04
2Q04
1Q04
4Q03
3Q03
2Q03
1Q03
4Q02
3Q02
2Q02
1Q02
4Q01
3Q01
2Q01
1Q01
4Q00
3Q00
2Q00
1Q00
I’m not going to get into how we save fuel. That is for chief pilots. The important thing I want all of us to understand is that we
are getting positive results that will someday benefit all of us.
In the airline business of late, it seems like we have to go searching for good news. This is one good story that
PERCEPTUAL ILLUSIONS (continued from page 19)
Human Factors are easy to discuss or write about
because, after all, “It could never happen to me!” I am
a professional, well-trained aviator. I have been there
and done that and seen most of it. To acknowledge
the fact that a visual illusion could go unnoticed
during my flight would be like admitting I now need
reading glasses. WRONG. The simple fact is, once
you have a visual reference, there is an overriding
desire to remain visual/”padlocked” with the runway
environment. The statistics discussed regarding CFIT
accidents on low visibility approaches are testimony
to the fact that it takes an enormous amount of
Summer 2005
discipline/responsibility and focus to “stay on the
gauges” if you are the pilot monitoring. The “gauges”
are not susceptible to visual illusion, the eyes are.
Think about it, brief it and fly it with all of this in
mind. Controlled Flight Into Terrain, CFIT, is still the
number one threat to commercial air operations and
well worth consideration in your approach briefings
and execution of the low visibility approach. On any
given day, the insidious visual illusion could happen
to any of us. Be careful, fly safe, and have some fun
in between.
25
SAFETY
is taking place because of our hard work. We should not lose sight of that.
Flightline
Company. An expense report with receipt should be
submitted to the Flight Office for reimbursement.”
This is the best and least restrictive language in the
industry. “Untimely” is purely a judgment call on
your part. There are no specific time limits like there
are at other carriers. Do not wait at the curb for
“untimely” transportation. Seek alternate means to
get to the hotel or airport (taxi, rental car, stretch
limousine, etc.).
Make a polite attempt to get the hotel to pay for it,
but if they refuse, pay it yourself and expense it. In
almost five years of Hotel Committee work, I have
(continued from page 17)
never received a complaint from a pilot who was
denied a legitimate transportation reimbursement
claim. It is your contractual right.
Finally, continue to debrief hotel transportation
problems via OF-25 or the new Hotel Committee
page on the APA Web Site. I read every single one of
your debriefs and they can make a difference. Armed
with documentation, we can encourage limo services
and hotels to add staff and/or vehicles, educate them
about alternative information sources such as
www.flightview.com, or make other arrangements.
Have a great layover.
B E N E F I T S
HOTE L
HOTEL HAPPENINGS
BENEFITS – Useful Tools
Flightline
26
(continued from page 20)
WHO ARE THEY
HOW TO CONTACT
WHAT THEY DO
Myuhc.com
www.myuhc.com
View your medical claim, view the status of your
flexible spending account, sign up for automatic rollover
for your flexible spending account, and sign up for
direct deposit for your flexible spending account
reimbursement check.
Medcohealth.com
www.medcohealth.com Order prescriptions, check the status of your order, do
a price comparison of brand vs. generic, and access
valuable health and medication information.
AMR eUpdate
Log in to Jetnet at
http://jetnet.aa.com
and click on AMR
eUpdate from the
“About Me” box.
AMR eUpdate will only be used when there’s something
employees need to know quickly or for things the
Company is required to communicate by law. For
example, the Company has used AMR eUpdate for
benefits enrollment reminders and dependent audit
status confirmations. You must sign up to receive this
valuable service.
UnitedHealth
Premium Cardiac
Specialty Centers
Log in to
www.myuhc.com or
call a UHC registered
nurse 24 hours a day at
1.866.615.8688.
UHC’s goal is to help employees and their family
members who are experiencing a cardiac condition find
the best hospitals in their area as quickly as possible.
The Premium Cardiac Network includes 132 facilities in
30 states for participants in one of the UHC medical
plan options. These facilities are all in the UHC network
so no referral is necessary. Company employees and
their family members receive the best possible cardiac
care by utilizing a facility that meets national recognized
standards on volume and type of cardiac procedures
performed, physician and ancillary team experience,
emergency care and safety procedures and range of
cardiac specialty care offered.
Summer 2005
The Third Annual
9/11 FLIGHT CREW
MEMORIAL FOUNDATION
GOLF TOURNAMENT
Wednesday, October 19
Texas Star Golf Course
Euless, Texas
Texas Star is a superb, championship-caliber
layout featuring dramatic elevation changes
and native woodlands.
The four-person Scramble begins with a 9 a.m. shotgun
start. Players need to register by 8:30 a.m. Entry fee is
$125 per player, $500 per team, which covers all range fees,
cart, green fees, prizes, trophies, lunch, and a gift bag.
Proceeds benefit the 9/11 Flight Crew Memorial
Foundation. Please submit entry forms by October 14.
The entry forms and further information can
be found at www.911flightcrewmemorial.org
The 9/11 Flight Crew Memorial Foundation is dedicated to
honoring the memory of the flight crews and passengers
lost on the 9/11 flights by erecting a memorial and creating
a scholarship fund. We invite you to come to Dallas/
Fort Worth and have a great time while
supporting this worthy cause.
See you at Texas Star
on October 19.
30
The following shows the interest discount rate for computing
lump-sum payments under the Fixed Income Plan (A Plan) and
Unit Value for the Variable Income Plan (B Plan).
FIXED INCOME PLAN (A PLAN)
2/1/05
3/1/05
4/1/05
5/1/05
6/1/05
7/1/05
Lump-Sum Interest
Rate For Retirements
Estimated Age 60
Lump-Sum Factor*
4.89%
4.86%
4.73%
4.55%
4.78%
4.65%
13.39
13.43
13.60
13.85
13.54
13.71
VARIABLE INCOME PLAN (B PLAN)
Adjusted Unit Value As Of
11/30/04
12/31/04
1/1/05
2/28/05
3/31/05
4/30/05
$103.357
$107.247
$104.932
$107.895
$99.806
$97.331
*The lump sum benefit from the Fixed Income Plan is determined by multiplying your annual
lifetime annuity by a conversion factor. This conversion factor, shown above, varies by the
applicable interest rate, which changes monthly, and by age at retirement.
IMPORTANT NOTICE TO RETIREES RECEIVING MONTHLY ANNUITY UNDER THE B PLAN:
As of April 1, 2005 your monthly payments will be based on the December 31, 2004 Audited
Unit Value of $101.276.
(Note: We publish the new rates and factors in Flightline as they are received.)
Activity since inception as of April 2005
(Post SABRE Stock Split)
We honor the following AA pilots and extend
deepest sympathies to their loved ones.
Flightline
MONTHLY PENSION FACTORS
1997 PILOT STOCK OPTIONS
IN MEMORY
Retired CA Milton (Chick) Neilson
Retired CA John D. Moore
Retired CA Alvar O. Steele
Retired CA Spencer R. Heath
Retired CA Albert (Al) P. Lang
Retired CA Henry (Hank) S. Psomas
Retired CA Scott T. Quinn
Retired CA Kurt P. Schneider
Retired CA Michael A. Noad
Retired CA Francis A. Daley
Retired CA Robert C. (Ace) Robson
Retired CA John S. Mackinnon
Retired CA Wayne S. Baugh
CA Michael D. Beaver
Furloughed FO Larry B. Harlan
FINANCIAL MATTERS
03/16/05
03/19/05
03/23/05
03/28/05
04/04/05
04/07/05
04/08/05
04/08/05
04/16/05
04/16/05
04/19/05
04/25/05
05/04/05
05/14/05
05/25/05
Total number of pilots who have exercised some or all shares
Average exercise price
Average number of shares exercised
Average amount (per pilot)
9,775
$28.717
1,769
$19,676
(NOTE: This is for informational purposes only. It is not intended to provide advice
regarding the exercise of options under the program.)
Have you updated your personal
information with APA?
Help us keep our APA membership database accurate. When you change your
address, phone number, e-mail address, etc., please advise us as soon as possible.
(Changing your information with the Company is a separate procedure.)
To update your information in the APA database, you may contact APA’s
database administrator via:
n E-MAIL
[email protected]
n WEB SITE www.alliedpilots.org (click ”UPDATE MEMBER PROFILE”
on the Member’s Home Page.)
n PHONE 800.323.1470, ext. 2248
n FAX
817.302.2119
n MAIL
Attn: Database Administrator
APA, 14600 Trinity Blvd., Suite 500
Fort Worth, Texas 76155-2512
Summer 2005
ALLIED PILOTS ASSOCIATION
O’Connell Building
14600 Trinity Boulevard, Suite 500
Fort Worth, TX 76155-2512
817.302.2272
ADDRESS SERVICE REQUESTED
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PA I D
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