Aviation
Pilots invite Canadians to join campaign for Safer Skies
Canada’s four largest pilot groups join forces to launch SaferSkies.ca – a campaign to petition Transportation Minister Marc Garneau for stronger aviation fatigue regulations
TORONTO, May 2, 2017 /CNW/ – More than 8,000 passenger and cargo pilots have joined forces to launch SaferSkies.ca, a campaign to inform Canadians about the country’s outdated aviation fatigue regulations and to urge the government to enact stronger protections to aviation safety.
Fatigue is the most pressing aviation safety concern for Canada’s pilots. Today’s current rules are more than 20 years out of date, do not align with accepted fatigue science, and lag far behind other jurisdictions.
Extensive research on this issue has established the link between aviation safety and fatigue management. As NASA’s Ames Research Center notes, common practices for pilots – shift work, night work, irregular or unpredictable work schedules, and time zone changes – are factors that result in performance-impairing fatigue.
Twenty years after Canada’s current regulations were last updated, draft regulations to manage fatigue by establishing limits to pilot duty periods were published by Transport Canada on March 25, 2017. The draft includes some improvements – but they do not go far enough to protect pilots, passengers and the aviation sector.
Fatigue is impairment – it causes reduced alertness and degraded mental and physical performance
“We believe updated fatigue rules must be based on science,” said Milt Isaacs, CEO, Air Canada Pilots Association. “Today, Canada permits pilots to fly long-haul flights at night for 12.5 hours or longer. The recent draft to the regulations would reduce that to 10.5 hours. But that’s a full two hours longer than the limit established by NASA research, which recommended a maximum duty period at night of 10 hours – or 8.5 hours of flight time. Canadian pilots and their passengers deserve better.”
Canadian pilots and their passengers have waited far too long for adequate fatigue rules
Canada’s current fatigue rules are out of sync with scientific research and lag international standards. This persists despite a consultation process for industry stakeholders that began in 2010 and involved pilot groups, operators, and Transport Canada. Meanwhile, the United States and Europe have implemented science-based fatigue rules.
“For seven years now, we have been mired in a multi-year regulatory review process,” said Captain Dan Adamus, President of the Air Line Pilots Association, International (ALPA) Canada. “Through this process, we have seen extensive lobbying by airline operators who have essentially – and troublingly – argued that operational considerations are more important than human physiology, science and a concern for safety.”
Canada’s fatigue rules must reflect fatigue science and align with other jurisdictions
The Safer Skies campaign is calling on Transport Minister Marc Garneau to address the shortcomings in the draft regulations to ensure Canada’s regulations reflect fatigue science and align with other jurisdictions.
“Every time pilots fly, they are focused on passenger and public safety,” said Jerry Dias, National President, Unifor. “Not only are these regulations not in-line with science, but some operators may not have to implement updated rules until 2022. We’re asking passengers and the public to help pilots in their mission for safety. Please sign our petition to encourage the government to fix these flawed regulations and make it right.”
The SaferSkies.ca website asks Canadians to sign a Parliamentary Petition, sponsored by Barrie-Innisfil MP John Brassard, which calls on the government to adjust regulations to:
- Get the prescriptive rules right, based on science;
- Require implementation by all operators at the same time; and
- Address loopholes, gaps and inconsistencies in Fatigue Risk Management Systems (FRMS)
America learned the hard way, but Canada doesn’t have to
The U.S. Federal Aviation Administration updated its fatigue rules after a flight crashed in Buffalo, New York in 2009, killing 50 people. Fatigue was found to be a critical factor in this tragic accident. Today, U.S. fatigue rules limit pilots to 8 hours of flight time at night, making them even more stringent than science recommends.
“Americans learned the hard way, but we don’t have to,” added François Laporte, President, Teamsters Canada. “Let’s not wait until after an accident to update the rules on fatigue. The government needs to make this right – lives are at stake.”
The Safer Skies campaign is supported by Canada’s four largest pilot groups: the Air Canada Pilots Association; Air Line Pilots Association, International; Unifor, and Teamsters Canada. They believe in one level of safety for all – for all Canadian pilots, crew and passengers to keep Canada’s skies safe and our aviation standards world-class. For more information on fatigue and the urgent need for change in Canada’s aviation safety regulations, visit SaferSkies.ca.
About the Safer Skies Supporters:
Air Canada Pilots Association
The Air Canada Pilots Association (ACPA) represents the largest group of professional airline pilots in Canada, with some 3,400 members fly passengers and cargo around the world on Air Canada and Air Canada rouge.
Air Line Pilots Association, International
The Air Line Pilots Association, International (ALPA) represents and advocates for more than 55,000 pilots at 32 U.S. and Canadian airlines, including Air Georgian, Air Transat, Bearskin, Calm Air, Canadian North, First Air, Jazz Aviation, Kelowna Flight craft, and Wasaya.
Unifor
Unifor is Canada’s largest private sector union, with more than 310,000 members across the country, working in every major sector of the Canadian economy. Unifor represents pilots at airlines that include Sunwing, Cargojet, Morningstar, Pascan, Propair, Westwind and EVAS.
Teamsters Canada
Teamsters represent 125,000 workers in Canada in all industries, including pilots at Air Inuit and Air Creebec. The International Brotherhood of Teamsters, with which Teamsters Canada is affiliated, has 1.4 million members in North America.
SOURCE Air Canada Pilots Association
Aviation
Can Airline Seat Cushions Be Used As Life Jackets?
In the event of an aircraft ditching into water, there’s a common question: Can aircraft seats serve as an alternative to life jackets for flotation? The answer lies in understanding their respective functions.
While seat cushions can provide some buoyancy in water, they are not intended nor certified to function as life jackets. Their primary purpose is to offer cushioning for passengers during flight. On the other hand, life jackets are meticulously engineered to keep individuals afloat in water, equipped with buoyancy materials, secure straps, and reflective elements for visibility. They offer numerous advantages over mere cushions.
While a seat cushion might offer temporary assistance in staying afloat, it’s not a dependable substitute for a proper life jacket during an emergency. It’s crucial to utilize approved safety equipment when near bodies of water. A life jacket, designed to keep a person buoyant for extended periods, offers the rigidity needed for prolonged flotation and allows for easy movement of the arms to navigate effectively.
What fabric is used in aircraft seats?
Seats are meticulously designed to fulfill multiple purposes, ensuring passenger comfort, safety, and protection from unforeseen circumstances like fires and accidents. A typical design incorporates an aluminum frame with blocks of polyurethane foam affixed to it. Additionally, a layer of fire-resistant fabric, such as Kevlar or Nomex, is often applied over this framework, topped with a layer of cloth or leather.
Leather seats, while luxurious, are more expensive compared to traditional cloth seats. The majority of fabrics used in seat upholstery contain at least 90% wool fiber, with the remainder typically consisting of polyamide (nylon). Wool stands out as the primary fiber chosen for commercial airline seating fabric due to its desirable properties and suitability for such applications.
What is the lightest economy seat?
In recent times, airlines have been downsizing seat dimensions to accommodate more passengers, resulting in reduced cushion length and leg space. This contrasts with earlier times when airlines offered more generously cushioned seats and ample amenities.
According to Recaro Seats Company, their SL3710 model represents the lightest economy class seat available, weighing in at a mere 8 kg (17.6 lb.), setting a new standard in aircraft seating.
For individuals weighing more than 350 pounds, fitting into a standard economy-class seat can be a challenge due to the narrower dimensions. Economy seats, also referred to as “coach,” “standard,” or “main cabin” seats, typically range from about 40 to 48 centimeters in width, further emphasizing the need for more accommodating seating options.
Aviation
Does airline food have more salt? Here is the answer.
Whenever you fly with an airline, you often notice that the taste of the food is different from what you’re accustomed to on the ground. While passengers sometimes prioritize the food experience, have you ever wondered why airline food tends to be saltier? Let’s delve into this in the video.
Airline food has 15% more salt
One of the main challenges for chefs crafting meals served on airplanes is ensuring they are flavorful for passengers. To achieve this, chefs typically add more salt and seasoning, roughly 15% more salt is used, given that our taste buds are less sensitive by about 30% when we’re airborne.
The Role of Sodium: Sodium is a key ingredient used to enhance flavor, especially in the air where our senses can be dulled. On average, airline meals contain over 800mg of sodium, exceeding 40% of the daily limit recommended by the World Health Organization.
Altitude Alters Perception
Flavors are perceived differently at higher altitudes due to the dry cabin air and low humidity levels, which can diminish our ability to taste and smell. To compensate, airline chefs amp up the salt and seasoning to elevate the food’s taste.
Airline’s food Preservation:
Airline meals are prepared in advance and stored, necessitating longer preservation times. Salt serves as a natural preservative, ensuring the food maintains its quality and safety during storage and transportation.
However, excessive salt intake can pose health risks such as high blood pressure and dehydration, particularly problematic during air travel. Therefore, it’s crucial for airlines to strike a balance between flavor enhancement and maintaining a healthy sodium level in their meals.
An Indian content creator and food analyst discovered that the Indian-based carrier, IndiGo Airlines, incorporates higher levels of salt into its meals compared to standard food practices. According to him, “Many of us are aware that Maggi is high in sodium! What most don’t realize is that IndiGo’s Magic Upma contains 50% more sodium than Maggi, IndiGo’s Poha boasts approximately 83% more sodium than Maggi, and even Daal Chawal matches Maggi’s sodium content.”
Airlines
Why Don’t Airplanes Fly Over the Pacific Ocean?
Flights do indeed fly over the Pacific Ocean, but the routes they take are often determined by factors such as airline policies, air traffic control decisions, and weather conditions. The Pacific Ocean is one of the largest bodies of water on Earth, and it’s regularly crossed by numerous flights traveling between North America, Asia, Australia, and other destinations.
However, some specific routes might avoid flying directly over certain parts of the Pacific Ocean for various reasons. For example:
- Safety and emergency considerations: While modern aircraft are equipped with advanced safety features, airlines, and pilots may prefer routes that keep them closer to potential diversion airports or within range of search and rescue facilities in case of emergencies.
- Air traffic control restrictions: Airspace management authorities may impose certain restrictions or preferred routes for managing air traffic efficiently. These restrictions could be based on factors such as military operations, airspace congestion, or diplomatic considerations.
- Weather conditions: Pilots and airlines consider weather patterns when planning routes. While the Pacific Ocean generally experiences fewer weather-related disruptions compared to other regions, factors like turbulence, thunderstorms, or tropical cyclones can influence route selection.
- Managing Cost Factors: In route planning, airlines have to take fuel prices, maintenance costs, crew charges, and other operating costs into account. Direct routes over the Pacific Ocean may be more cost-effective for shorter distances, but they may also necessitate extra safety precautions, including carrying more fuel for longer overwater operations.
- Remote Locations and Navigational Challenges: The Pacific Ocean’s vastness poses navigational issues, particularly for aircraft operating over isolated regions with few ground-based navigational aids. For precise positioning and route direction, pilots must mostly rely on satellite-based technology and onboard navigation systems, which may necessitate additional training and equipment purchases.
- Lack of Suitable Landing Options in the Pacific Ocean: Unlike regions with dense air traffic and numerous airports, the Pacific Ocean has vast stretches of open water with few suitable landing options in case of emergencies. While long-range aircraft are equipped with safety features like life rafts and emergency locator transmitters, the lack of nearby airports can increase the time it takes for rescue and recovery operations to reach distressed aircraft, posing additional risks to passengers and crew. Therefore, flight routes may be planned to ensure proximity to potential diversion airports or alternate landing sites in case of unforeseen circumstances.