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LP ILES, GREG 2007
True evil / by Greg Iles.
LP JAKES, JOHN 2007
The gods of Newport / by John Jakes.
LP JANCE, J. A. 2007
Web of evil : a novel of suspense / by J. A. Jance.
LP MACOMBER, DEBBIE 2006
Here comes trouble / Debbie Macomber.
LP MACOMBER, DEBBIE 2006
My hero / by Debbie Macomber.
LP MALLERY, SUSAN 2006
Irresistible / by Susan Mallery.
20 • Air Line Pilot January 2008
CAPT. DAVE WELLS (FedEx
Express), ALPA Cargo Safety Project Team member, has a
quiz for you: You’re flying a B-747-400ER freighter tonight.
The airplane has a maximum takeoff weight of 910,000
pounds. That’s 455 tons of metal, fuel, boxes, and, not to
forget, people. What minimum aircraft rescue and firefighting
(ARFF) services are required at the U.S. airports
where you will take off and land tonight?
Answer: None!
Capt. Bill McReynolds (FedEx Express), chairman of the
ceived specific, hands-on training on cargo aircraft and issues.
Or the major hub may have 24/7 ARFF, but the ARFF
personnel are not trained on cargo and lack information
about your airplane type, the cargo you carry, and the best
ways to fight cargo fires.
Or you might fly into or out of an airport that has ARFF, but
it’s woefully inadequate for your airplane. Or the ARFF folks
are wearing a different hat at 2 a.m., driving the perimeter
road on security patrol and thus tremendously compromising
their ability to provide ARFF services. Or the airport has
BOXHAULERS BU
ALPA HOSTS A CARGO ARFF SYMPOSIUM TO SHARE
AIRPORT FIREFIGHTERS AND FIND SOLUTIONS TO CO
ALPA President’s Committee for Cargo, says, “When we tell
people about all the safety issues with cargo ARFF, they say,
‘No, that can’t be.’”
The cargo airline industry is thriving, profitable, and growing,
expected to double or even triple in the 20-year period
from 2003 to 2023. The cargo fleet includes some of the
largest airplanes ever built.
But the cargo airline industry suffers an accident rate
three times that of the passenger airline industry—and the
accident rate of “ad hoc” cargo airlines is seven times that of
the passenger airlines. These higher accident rates might reflect,
in part, the fact that half of cargo flights, versus less
than 20 percent of passenger airline flights, occur at night.
Twenty percent is also the proportion of cargo airline accidents
that involve fire. Unique aspects of cargo operations
put flight crews—and ARFF personnel—at a disadvantage:
All-cargo airplanes have fewer exits and no requirement for
main-deck active fire suppression. All-cargo flights may or
may not have emergency exit slides, or persons aboard aft
of the cockpit bulkhead available and trained to fight a
main-deck fire. Freighters often fly fully loaded, with no easy
access to an onboard fire, and they usually carry much more
flammable material than passenger flights—not to mention
dangerous goods (including lithium batteries) not permitted
on passenger flights.
At a major hub, you might have excellent round-the-clock
ARFF facilities staffed by fellow professionals who have rethe
equipment, but the ARFF folks are released after the
last passenger flight launches or lands. And as already
noted, the airport might have no ARFF at all.
No ‘One Level of Safety’ for cargo
In January 1996, as a result of a vigorous campaign by ALPA,
the FAA issued a final rule aimed at bringing commuter airline
operations (10- to 29-seaters) conducted under FAR
Part 135 up to the more stringent standards of FAR Part
121 to establish “one level of safety” for large and small
passenger airlines. The new rule did not, however, address
discrepancies between passenger airlines and cargo airlines—
including the lack of requirement for cargo ARFF—because
for Part 139 14 CFR to be applicable, an airliner must
have 10 or more paying passengers.
The fiery collision of a Beech 1900 and a King Air on intersecting
runways at Quincy, Ill., in November 1996 triggered
NTSB recommendations and eventually led to new
FAA regulations in 2004 that expanded mandatory ARFF to
commuter airlines—from 30-seaters and larger to all regional
airliners seating 10 or more passengers. But once
again, the new regs didn’t include all-cargo airliners—
though freighters may have as many as 27 persons (flight
crew, plus such “supernumeraries” as couriers and animal
handlers) aboard!
In March 2004, the NTSB held a 2-day symposium on
　
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