Corporate Flight Attendant News E-Letter 1 Volume 6, Issue 3

Our mission is to inform our loyal readers on today‘s issues that shape the corporate f l ight attendant. Customer satisfaction is our focus in our ongoing quest to exceed the goals for market, professional and personal growth. Each electronic publication is free to corporate flight attendants and aviation personnel throughout the world.

nuts!A series on food allergies

by Paula KraftPage 5

“I’ll Just Break The Window To Get Out!”

Corporate Flight Attendant News E-LetterEducatingthecommunityonenewsissueatatime.

Volume6,Issue3 FEBRUARY2011 ISSN1932-4464

“I’ll Just Break The Window To Get Out!”

Randall B. WoodInflight Training Solutions, Inc.

randallwood@rcn.com

Aircraft windows; we take them for granted. Nice to look through while cruising at altitude. Required for the pilots up front and certainly advantageous to have in the back for convenience and passenger pleasure. How come we don’t hear much about windows breaking in aircraft? Can they? What would happen? Let’s find out.

Not your mom’s kitchen window to be sure! Let’s look at the aircraft windshields first as opposed to the cabin windows which we will address below. Aircraft windshields are made very thick and many times are composed of layers of both glass panes and plastic.

The multiple layers provide additional strength and for the windshields, they can include transparent heat panes to keep the windows warm as an anti-icing protection as well as bird striking protection. This warmth actually allows the pane to give a little under pressure; like the kind of pressure when a bird hits the windshield. Because birds are such a hazard around airports, increased awareness of birds is vital to the safety of the aircraft operation. Continue on page 4

Front Window Cut Away

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Corporate Flight Attendant News E-Letter 4 Volume 6, Issue 3

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You may have heard of a pilot delaying a takeoff, for example, to allow a flock of birds to move away from the immediate flight profile. This is a good exercise, however, this usually works only for the takeoff. The closure rate of an airplane is so fast in flight that maneuvering around birds is not practical nor possible in faster aircraft. Because of that, the manufactures have had to incorporate strength into the leading edges of an airplane to include the windshields. In most cases, larger turbojet aircraft are limited in aircraft speed by bird striking capability at low altitudes. A Gulfstream aircraft, for example, can go faster than its low level airspeed limit, but is limited in speed by bird strike capability.

The windows of a modern jet can normally allow a 3 to 4 pound bird to hit the windshield at the rated speed limit, sometimes pushing close to 350 knots or close to 400 mph. Obviously, these windshields in the cockpit have to be very tough to handle such an impact. Heating a windshield also keeps the windscreens from fogging up during the descent especially into humid and warm temperatures. Heating can be done by either heating elements or by blasting heated air over them.

Some smaller aircraft use heated plates that lay on top of a windshield to stop icing from forming. When the heating of a windshield does not work, the windshields are rendered almost useless due to constant fogging. No matter how low the weather is, the pilots need forward visibility at the last hundred feet or so in all general aviation aircraft so fogging of windshields can be quite hazardous to aircraft operations.

Windshields can break, but thankfully the technology has proven good so that this does not happen often. Because most jet windshields are multiple layers, when they do break it is normally a layer in the windshield that breaks and not the entire windscreen. The noise that happens when a windscreen breaks can be very sudden and very loud. It will scare everyone but especially the pilots because they are so close. It has been liken to a gunshot going off.

The good thing is that normally the pressurization of the aircraft is not affected immediately. Normally what will happen is that the pilots will reduce the pressure on the affected windscreen by lowering the

pressurization schedule. This means that the cabin altitude will raise and depending on how severe this might affect the passengers by having to provide supplemental oxygen. Obviously, this would affect the flight attendant’s duties as well and might restrict if not eliminate all cabin service.

So what about the cabin windows? The

bird strike issue is obviously removed here. The strength issue can be reduced, although only by a little, because of that. Thus a much simpler design is needed. Most cabin windows are comprised of just glass or hardened plastic.

Their access is normally covered by a thinner piece of plastic so passengers cannot damage the actual window. This also helps in keeping the window clean on the inside. The space in between the actual window and the plastic cover is kept dry using a special material that absorbs moisture.

The thin inner piece of plastic has led some people to think that they could break through Continue on page 9

Corporate Flight Attendant News E-Letter 5 Volume 6, Issue 3

Help! Help! My child is having an reaction to some food! What did you put in his salad?

I told you he was allergic to nuts!Paula Kraft from Tastefully Yours Catering bring you the following series on Food Allergies.

When thinking about food safety and protecting those who have allergies one step that is overlooked is “Cross Contamination”. Every day a catering kitchen deals with all kinds of foods and while they try to do their best nothing is 100% and that one time could be a killer.

Before we go any further, if you have not read the three previous articles in this series, I suggest to read them as we have provided some great information on topics dealing with food intolerance vs food allergy and the “BIG 8” - the most common food allergies people have. As always you should consult your doctor for the most in-depth advice.

Dairy AllergyMany people enjoy dairy products everyday and couldn't imagine meals without butter, cheese and milk. Unfortunately, being diagnosed with a dairy allergy means it's time to live life without "moo". Some people cannot tolerate milk because they lack the enzyme that breaks down lactose, the sugar found in milk. Milk from mammals including cows, goats, buffalo and sheep all contain lactose. People can react to low milligram amounts of milk proteins, equivalent to a few milliliters of whole milk. Cows’ milk allergy is the most common food allergy in young children and affects 2 to 7% of babies under one year of age. About 87% of children grow out of milk allergy by age 3. Symptoms are often mild but milk can cause anaphylactic reactions in some individuals.

Ingredients to AvoidWatch for these dairy based ingredients on food labels: ❖ Whey in all forms, whey protein hydrolysate is

used a distillates for spirits, cider and wines ❖ Whey solids ❖ Buttermilk solids ❖ Curds ❖ Milk solids ❖ Lactalbumin

❖ Caseinate, Casein❖ Sodium Caseinate ❖ Cream, sour cream, sour cream solids❖ Butter, butter fat, butter oil, butter acid, butter

ester(s)❖ Casein hydrolysate❖ Caseinates (in all forms)❖ Cheese, cottage cheese❖ Custard, puddings, yogurts❖ Diacetyl❖ Ghee❖ Half and half❖ Lactalbumin, lactalbumin phosphate❖ Lactose, lactulose, lactoferrin, lactitol❖ Milk in all forms (including condensed,

derivative, dry, evaporated, goat’s milk and milk from other animals, low fat, malted, milkfat, nonfat, powder, milk protein hydrolysate, skimmed, solids, whole)

❖ Racaldent❖ Rennet casein❖ Tagatose

Continue on page 6

Corporate Flight Attendant News E-Letter 6 Volume 6, Issue 3

Continued from page 5

Foods Commonly Containing Dairy❖ Beverages including milk,

buttermilk, hot chocolate, "non-dairy" creamers

❖ Baked goods including baking mixes and frostings

❖ Spreads including butter, artificial butter flavor and many margarines (even some that say "non-dairy" on the label)

❖ Cheeses ❖ Boxed dinners/foods such as

macaroni and cheese, mashed potatoes, puddings, gravies, vegetables in cream, cheese or butter sauces, canned pasta meals

❖ Prepared meats including hot dogs, sausages and lunch meats

❖ Salad dressings often have cheese or other sources of dairy in them

❖ Yogurt (including frozen) ❖ Frozen desserts such as ice

cream, sherbet and sometimes sorbet

❖ Whipped topping ❖ Many types of chocolate

(cocoa powder is dairy free)❖ Caramel candies❖ Nougat candy❖ Lactic acid starter and other

bacterial cultures❖ These ingredients DO NOT

contain milk and need not be restricted by someone avoiding milk:

❖ Calcium lactate

❖ Calcuium stearoyl lactylate ❖ Cocoa butter ❖ Cream of tartar ❖ Lactic acid (however, lactic

acid starter culture may contain milk)

❖ Oleoresin ❖ Sodium lactate ❖ Sodium stearoyl lactylate

Milk SubstitutesSoy, rice, potato, almond, oat and coconut are all possible substitutes for cow's milk. If you aren't dealing with a soy allergy as well, soy milk is a good option. When fortified, contains roughly the same amount of calcium and vitamin D. Rice milk is also often fortified and, like soy milk, can usually be found at the regular grocery store. Potato milk is available in specialty food stores in powder form.

Some Hidden Sources of Milk in a Catering or Restaurant

Kitchen❖ Deli meat slicers are

frequently used for both meat and cheese products.

❖ Some brands of canned tuna fish contain casein, a milk protein.

❖ Many non-dairy products contain casein (a milk derivative), listed on the ingredient labels.

❖ Some meats may contain casein as a binder. Check all labels carefully.

❖ Many restaurants put butter on steaks after they have been grilled to add extra

flavor. The butter is not visible after it melts.

All FDA-regulated manufactured food products that contain milk as an ingredient are required by U.S. law to list the word “milk” on the product label.

About the Author: Paul Kraft, founder and co-owner of Tastefully Yours, has been in the food industry for over 38 years. She graduated with a BA in Food and Nutrition Sciences and Adult and Secondary Education. She received her Masters Degree in Food and Nutrition Sciences. She continues her education through the Culinary Institute of America and ComSource’s HACCP certified training programs. Always craving new information, she is constantly on the lookout for new and interesting topics to explore.

She remains active in her industry by being a member of several different organizations including International Catering Association, National Association for Catering Executives, Women in Aviation International, Women in Corporate Aviation, National Association of the Self Employed, and Catersource.

Corporate Flight Attendant News E-Letter 7 Volume 6, Issue 3

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Corporate Flight Attendant News E-Letter 9 Volume 6, Issue 3

Continued from page 4

the window in the event of an emergency. That simply is not so. The thickness of the window is such that only large amounts of pressure or impact would break any of the windows on board. The cabin windows can be broken from the outside easier with the right type of tools. Even the length of the crash axe is designed in such a manner that the head speed of the crash axe head cannot get high enough to break the glass.

Of course each aircraft manufacturer looks at this different and designs their cabin windows different so in the event of an emergency and you have lost all egress access, it would be prudent to test this theory. You obviously have no other choice. It is amazing what the strength the human

body has when the adrenal gland is adding some fuel.

One additional note about the cleaning of aircraft windows. Some windshield manufacturers are very specific on what cleaning solutions can be applied to the actual glass or plastic. Flight attendants would

not normally get involved in this process and your access to the cabin windows is normally restricted, but please check with your pilots if for some reason you are asked to help out.

With so many different window manufacturers and each having

specifications that are also different, care should be made to these windows and the systems that protect and keep their structural integrity intact. In our rush of daily lives and the duties of our jobs, we overlook their importance in making flight operations safe.

About the author: Randall Wood has a vast amount of experience in the education field relating to the aviation industry. He has over 27 years of teaching aviation subjects ranging from the most basic of pilot skills to Part 135 Operations. In the latter, he has been the Director of Operations and/or the Chief Pilot for several Part 135 companies and has enjoyed teaching all aspects of 135 operations from both a pilot and flight attendant standpoint. He specializes in 135 Operations Specifications and Emergency Training using current computer technology in all presentations and "hands-on" for emergency drills.

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Corporate Flight Attendant News E-Letter 10 Volume 6, Issue 3

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Dr. Beau Altman, creator of FACTS® and EASI®, and his HBAcorp Advisors, are introducing an “alternative” initial and recurrent training for business aviation

Value Proposition Welcome Aboard! ASCERT™ is a budget-minded, intensive two-day training program presented in a workshop format designed for today’s business aviation operations.

The curriculum is fundamental and interactive with a focus on human factors and state-of-the-art safety technology. Partici-pants bring to their flight operation an enhanced level of crisis and emergency response-ability, not just a paper certificate.

ASCERT™ differs from other training in curriculum, teaching method, prestigious trainer/consultants, and by offering these training alternatives:

#1: Off-site: Recurrent Training. This powerful, two-day open enrollment program delivers a nonspecific aircraft cur-riculum which includes a take-back-to-the-hangar to-do list for aircraft specific essentials.

#2: On-site: Initial and Recurrent Training (Client’s hangar). Why not let us, that’s HBAcorp, with 30+ years experience in business aviation cabin emergency training, be your training consultants. This alternative provides cost savings and overall flexibility. We offer a unique consultant retainer schedule. We will personalize ASCERT™ to your operation; the syllabus can be submitted to the FAA for approval, provide a trainer’s tool kit, and provide continuing ASCERT™ consultation.

Who Should Be Participants Anyone in flight operations, who in any way, is responsi-ble for crew and passenger safety, including:

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2. Define and apply to aviation operations the safety con-cepts of hazard identification and minimum acceptable risk.

3. Review and practice Safety Management Systems and Crew/Passenger Resource Management (CPRM).

4. Describe and show methods to deal with human factors in emergencies including crisis and emergency stress management and post traumatic stress disorder (PTSD).

5. Classify and perform different types and styles of “situational leadership” and assertive communications.

6. Discuss and carry out strategies of decision-making for crisis and emergency preparedness and response.

7. Identify and demonstrate how to employ emergency equipment and procedures for his/her specific aircraft.

8. Access and put into practice his/her knowledge of aviation safety, crisis and emergency preparation and response in the briefing room and on the flight mission.

 

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Corporate Flight Attendant News E-Letter 11 Volume 6, Issue 3