Corporate Flight Attendant News E-Letter June 2008

8/14/2019 Corporate Flight Attendant News E-Letter June 2008

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

INSIDETHISISSUE:

Welcome letter fromEd Bolen

NBAA President

Page 2

Q & A withJudy Rief

NBAA Flight AttendantCommittee Chairwoman

Page 3

Quickly GainingRapport:

Asking Questions

Page 7

Point of ViewAn Interview with

Doug SchwartzPage 9

Working towardsExceptional Learning

Page 14

Human Factors inAviation

Page 17

Fire ExtinguishersBrackets

Page 18

FAA Report on FlightAttendant Fatigue

Page 22

Corporate Flight Attendant News E-LetterEducating the community one news issue at a time.

Our mission is to inform our loyalreaders on todays issues that shape the

corporate flight attendant. Customersatisfaction is our focus in our ongoingquest to exceed the goals for market,

professional and personal growth.Each electronic publication is free to

corporate flight attendants and aviationpersonnel throughout the world.Volume 3, Issue 3 JUNE 2008 ISSN 1932-4464

Charter Under Today's A008By Kent S.Jackson

Yesterday's answers for aircraft owners no longer apply.

MOST AIRCRAFT OWNERS interested in putting their aircraft out for charter do so simplyto offset their ownership costs. They are not interested in running a charter operation,because they want to focus their energies and attention on the business that makes themmoney, not one that consumes their cash. So, these owners are attracted to the charter/management arrangement, whereby they enjoy a "turnkey" system that takes care of their

flight needs and charters their aircraft to others when they don't

need it.

However, for the last three years, the FAAhas been obsessed withthe notion that these aircraft owners may have stolen operationalcontrol from the charter operations with whom they do business.To the point, the agency grew its Operations Specification A008exponentially from a simple sentence to several pages of newconcepts of preserving, protecting and exerting operational control.

What rights do aircraft owners have in a charter/ managementarrangement today? Do they still have any voice in selecting pilotsor making maintenance and/or insurance decisions? The answersare different than those before the run-up of OpSpec A008.

Pilots: Aircraft owners may still choose their own crews for theirown FAR Part 91flights. They cannot choose crews for the charter operator's Part 135

flights, nor can they veto the charter operator's choices for Part 135 flights. Owners can still"nominate" a crew for the charter operator to utilize, but the operator must decide about thequalifications of the crew. Owners may still employ a crew that flies under Part 91 for theowner, and flies as an "agent" for the charter operator. However, the FAA has expressedconcern over situations where the owner's employees are the only flight crew to fly the

owner's aircraft under all circumstances.

The FAA expressed some interesting ideas about corporate flight operations in a recentdiscussion of operational control: "If a pilot-employee of a corporation that owns a business jetis ordered by the CEO to bust an altitude clearance or to take off despite a presidentialNOTAM restricting flight at a certain location, then the FAA may find that the CEO 'operated'the aircraft contrary to safety rules, in addition to the illegal and unsafe operation by the pilot."Pilots have proffered many reasons for altitude busts over the years, but "the CEO told me to"hasn't come up in the case law.

Maintenance: Anowner may "suggest" a maintenance facility for his sometimes-charteredaircraft. The FAA recently stated that the aircraft owner can coordinate selection of amaintenance facility with the air carrier (for example, sending out a request for proposals anddiscussing responses with the air carrier) if these are all approved facilities per the air carriermaintenance program, and within these limitations, the owner can contribute to the carrier'sdecision-making process. Additionally, the owner can provide information to the air carrieron approved maintenance facilities that may offer a better price/service. If the owner isinvolved in selection of a maintenance facility, it is important that the facility knows thatthey are working on an aircraft used in Part 135 so that they can coordinate the work with the

(Continued on page 15)

[email protected]
http://www.faa.gov/http://www.faa.gov/http://www.aams.org/Content/NavigationMenu/MemberServices/GovernmentAffairs/OpsSpecA008.pdfhttp://www.aams.org/Content/NavigationMenu/MemberServices/GovernmentAffairs/OpsSpecA008.pdfhttp://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=b0a77a6e684f05e02dffd4536e815b69&rgn=div5&view=text&node=14:2.0.1.3.10&idno=14http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=b0a77a6e684f05e02dffd4536e815b69&rgn=div5&view=text&node=14:2.0.1.3.10&idno=14http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=b0a77a6e684f05e02dffd4536e815b69&rgn=div5&view=text&node=14:2.0.1.4.23&idno=14http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=b0a77a6e684f05e02dffd4536e815b69&rgn=div5&view=text&node=14:2.0.1.4.23&idno=14http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=b0a77a6e684f05e02dffd4536e815b69&rgn=div5&view=text&node=14:2.0.1.4.23&idno=14http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=b0a77a6e684f05e02dffd4536e815b69&rgn=div5&view=text&node=14:2.0.1.3.10&idno=14http://www.aams.org/Content/NavigationMenu/MemberServices/GovernmentAffairs/OpsSpecA008.pdfhttp://www.faa.gov/


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3/24


Q&A with Judy Rief

NBAA Flight Attendant Committee Chairwoman

Recently while on a trip to Paris,France walking through thehalls of the Muse du Louvre and talking to my co-pilot aboutart works when I spotted Judy Reif, a friend as well as the new

Chairwoman for the NBAA Flight Attendant Community.

(Note: I need to give you a little historyJudy and I are bothcontractors and have been working together helping the

community better understand the importance of being a contactflight attendant through educational programs we believe in. Inaddition, Judy and I both started on the NBAA Flight Attendantcommittee in 2005 working towards the same goals of getting thecorrect information out to our fellow coworkers.) So on with this

article.

I asked Judy if she would give me a sometime to answer a fewquestions about who she really is and how her role as the newChairwoman has changed her life.

Q: I have heard you speak at previous flight attendantconferences and was surprised how easy itcomes to you; did you have any formal

speech training?A: I actually started off my career asMeteorologist Technician at WSMV-TV inNashville, TN. While my job required me to bemore behind the blue screen, I would travel toelementary schools and talk to children aboutthe weather. So I got over being shy when

speaking in public during this time.

Q: How did you get into general aviation?

A: I wanted to fly airplanes since I was a kid. Itook an aviation course in high school. Myuncle, (a pilot) also worked for the FAA and

took me flying every chance he could. After moving from TN in1988 and marrying my then husband (who was the ChiefMeteorologist for WINK-TV in Fort Myers and also a pilot), Iwanted to see Florida from a different prospective. In 1997, Ifinally received my private pilots license and became the second

female President (in their 30+ year history) of the SundownersSearch and Rescue Flying Club.

Q: What other aviation jobs have you done since then?

A: I worked as a Scheduler for a Part 91/135 company in BocaRaton, FL, and then moved to Jet Aviation in West Palm Beach,FL as Customer Service Representative. In 2001 someonesuggested that I attend flight attendant training. I have been

working as a professional contract flight attendant since that time.

Q: Now that you have been handed the torch as Chairwoman,

what is your vision to the flight attendant community?

A: As current Chairperson of NBAA's Flight AttendantCommittee, my goal is to encourage ALL Flight Attendants toparticipate in professional development courses and assist in"raising the bar" of the Flight Attendant Community. As FlightAttendants, our jobs require us to be more than safety and servicetrained. It is important for us to expand our knowledge of theaviation industry, whether choosing to perform duties as a

"career" flight attendant or advance to become aviationmanagers.

Q: How do you propose this to happen?

A: By taking professional development programs (PDP) that notonly enhances our professional careers, but excels our value to aFlight Department as well as the importance of having a welltrained professional flight attendant onboard an aircraft. Thereare many vendors / companies providing these services. Notmany are involved directly with the NBAA professionaldevelopment programs but there are vendors who offer corporate

etiquette training, professional cooking schools,as well as professional safety training for

handling food just to name a few.

Q: Every person before you in this positionwas given the task of providing some type ofplan / goal that they would like to be (as acommunity) in 5 years. So I will ask you thesame question: Where would you like to seethe flight attendant community be in 5 years?

A: I would like to see an FAA Certification forCorporate Flight Attendants. I feel we areadvancing towards the certification process andafter the Teterboro Challenger accident (seeCorporate Flight Attendant News E-Letter,

December 2006 issue). The aviation industrywas shown the need for emergency trained flight attendantsonboard aircraft. In the meantime, I cannot emphasize enough theneed for professional emergency trained flight attendants. Theaviation industry has gone too long with untrained individuals inthe back of the aircraft and it is time for a change. If a flightdepartment is going to employ the services of an individual toperform "flight attendant duties" then that individual should haveemergency and medical training.
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Corporate Flight Attendant Training bySusan C. Friedenberg

June 22nd - 25th, 2008- Tucson, AZ.

Space is limited to maximize the student's learning experience.

One must be prepared and have a thorough understanding of what this industry is all about. You must under-stand the job / role of being a business aviation flight attendant. It is for this reason that we areconducting our four day training class the Sunday prior to the NBAA Flight Attendant conference which is heldon June 27 and 28. You will now have the opportunity to attend our Corporate Flight Attendant Trainingprogram right before the conference and attend it as an empowered and educated possible flight attendantcandidate!

If you have recently completed "corporate specific" emergency training, this is an opportunity for you to attendour training and get the rest of the education that will facilitate you in your goal of getting a full time or contractposition and empower you to do everything right on that first trip assignment!

Attend This Training & Network As An Educated / Empowered Candidate for Employment!

At Corporate Flight Attendant Training our three favorite quotes are:"You don't know what you don't know."

"You simply do not get a second chance to make a great first impression."

"You are a paid guest on the aircraft."

For all our training class dates in 2008, please visit our Web site: www.CorporateFlightAttendantTraining.com1999-2008

Or contact: Susan C. Friedenberg

Telephone: 215.625.4811 Fax: 215.413.9013
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6/24

http://www.hbacorp-easi.com/


7/24


Quickly Gaining Rapport: Asking QuestionsBy Shari Frisinger, Corner Stone Strategies

Questions are your most powerful tool in gaining rapport.Questions give you control of the conversation and help steer thedirection of the conversation. As a presenter, questions can helpyou improve your presentation. As a boss, they can let you knowwhen you may not be fully engaged with your team members. Asone of the team members, questions can ensure everyone has the

same understanding. As a coach, they can help uncover hiddenmeanings and underlying reasons. As a mentor, they can help

your mentee figure out options and alternatives for themselves.

Questions can also help you clarify your understanding beforeyou put your foot in your mouth.

Remember, messages have two parts: actual content and impliedcommunication. The actual content is the what it is the

words that you use. For example, What do you mean? The

implied communication in a message is body language, tone ofvoice, underlying feelings. Using the same example, What doyou mean? said in an angry tone could indicate defensiveness.Said in a softer tone could indicate compassion and empathy.

Think of how you try to communicate with someone who doesnot speak English. For yes, you may smile and nod up and

down. What would your listener hear if you said yes with a

scowl while nodding side to side?

If the person is upset, angry, depressed, bothered or exhibitingany other negative emotions, it may be necessary to cyclethrough these questions twice: once for the root cause of theproblem to clear up the non-verbal expressed feelings, and theother to handle the symptoms and resolve the situation or thechallenge. As long as there are negative feelings on either side,the focus will be, and needs to be, on mitigating those feelingsuntil the real issues, the real problems, can be addressed andresolved to everyones satisfaction.

Once you have asked a question, it is important to be quiet andwait for the response. This pause is just as important as thequestion itself. Silence indicates you respect your listeners andare truly interested in what they have to say. This silence canpossibly be uncomfortable for both of you. Getting past thisuncomfortable pause with implied communication gestures onyour part (e.g., smiling, direct eye contact, expressing interestthrough facial expressions) can make or break the rest of your

conversation.

Lets explore the different types of questions and when they can

be used:

1. Probing. Probing questions are best used when you need

additional information, need to dig deeper [items a, b below]or explore additional options or ideas [items a, b, c], workthrough issues [a, b, c] and/or to just keep the other person(s)talking [b, c]. Situations to keep the other persons talking arewhen they have told you something that takes you completelyby surprise, when you are caught off guard, or when you arenot sure what to say. For instance, you thought you handled asituation well, only to be told you did not. Your first questionis probably What??? Your initial thoughts and emotions

could be defensiveness or anger. Asking a series of follow-upquestions [What specifically did not go well? I dont under-

stand, can you explain?], along with the ones below, will helpyou regain your emotional footing and handle the situationprofessionally and with a high degree of EQ. Any time youthink What can I say to that statement?! means its time to

ask questions.

a. How do you feel about this? If you were me how would you

explain? How would others feel about this?

b. How so? Go on . Tell me more ..

c. Repeat one key word that was said a word said withemotion, or said several times. Simply saying the word,nodding your head and remaining interested will allow theother person to continue talking.

2. Paraphrasing. Ask for a check on your ability tocommunicate and show complete understanding. You can

paraphrase the thinking portion of what is said and also the

feeling portion, seeing the world from the others point of

view. Different factors will influence which, or both, you will

need to use.

a. Mirrored thinking: Restate in your own words what youthink is said. Encourages the other person to add more

detail and/or continue talking. Example: If I understandyou correctly orSo what Im hearing is

b. Reflecting feelings: Communicate back to the otherperson the feeling part of the message. Example: It

seems like you felt

c. Clarifying: Resolve any misunderstandings or incorrect

perceptions; i.e.:

i. Direct questions dealing with specific information youhave been given or you have given: listen,

understanding

ii. Example: Are you saying . ? or What did you

mean by .?3. Summarizing. Recap major points and accomplishments:

a. Synthesizing: putting common points together

b. Example: Can you tell me what you are going to do

so I can be sure Ive explained myself clearly?

c. Closing example: So if I do .., that will bebeneficial for everyone.

Lets take the previously mentioned example where you thought

you handled a situation well, only to be told you did not.

You: What specifically did not go well?

Other person responds

You paraphrasing: So it sounds like it appeared and

when I did that, they felt .

Other person responds

You summarizing: If I had done .., that would havemade them feel .., right?



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http://www.thecorporateschoolofetiquette.com/


9/24


One Aviation Managers Point of View of why

a Flight Attendant is need: Interview with

Doug Schwartz

During this current atmosphere of economic malaise, corporateflight departments across the nation are cautiously crunchingnumbers and watching the bottom line a little closer than inhealthier economic times. Variables beyond department control,such as skyrocketing jet fuel prices and a chaotic stock markethave forced some flight departments to cut costs by opting to usecommercial carriers for some flights or perhaps cut down on

catering, etc. on all flights.

Professional contract flight attendants with steady accounts havereported a decrease in business for the season. Some flightdepartments are experimenting with using recently furloughedcommercial flight attendants or individuals with alternativeservice skills such as masseuse or esthetician for both contractand full time positions for a considerably lower pay scale. Thereare, and always have been, a range of differing attitudes amongstflight department managers concerning the importance of havinga corporate specific trained flight attendant on board.

One staunch proponent of the professionalcorporate flight attendant is Doug Schwartz,Manager of Global Aviation Services atConocoPhillips. The former Director ofStandards for FlightSafety International,former VP of Flight Operations at TAG,former Director of Aviation at AT&T, aswell as current member of the NBAA Boardof Directors is an unwavering advocate of thethird crewmember. The following is aninterview with Doug conducted in early May.

Why specifically do you feel it important to have

Flight Attendants on board general aviation flights?

Any specific benefits or examples from your experience?

Safety, Provide service, Link to the customer.

Corporate aviation is about much more than travel; It's abouttime, security, flexibility, privacy and removing stress from thetravel process. FAs are a key component is that 'stressless'environment. They help make the airplane the "safest" place anexecutive goes. I don't mean safe in the traditional sense, butrather in a personal sense...an environment free of distractions,agendas, and outside influences...an environment that ispredictable and where people are trusted.

It is often difficult to convince some flight departments to use

FAs on flights strictly for safety purposes when they arewatching the budget. Do you have any good arguments

associated with costs? What approach might Flight Attendants

take to alter perceptions that they are not needed with a

particular flight department?

It is an unfortunate fact that too many companies see flightattendants as an amenity rather than an integral part of the flightcrew. I can't site you cost data to counter the argument. Thisdefines one of the challenges the FA community needs to


Jett Sett Management Service's

welcomes you to the

NBAA 13th Annual

Flight Attendant Conference.

We a looking for qualified FlightAttendants in the Detroit Metro

area.

Fax your resume to 888 201 0906

Enjoy the conference


10/24


Special NBAA Flight Attendant

Conference Announcement

CorporaterFAInsider.com has arranged for thosewho are Contact/Independent Contactors to get a

special rate at the following hotel.

Holiday Inn Express10150 N. Oracle Road, Oro Valley, AZ 85737

Telephone: 520-202-4000Ask for Rate Code "CorporateFAInsider" for aroom rate of$69.00 plus Tax. This hotel is only a

half mile from the convention hotel.

Have you recently reviewed the company manual, policies andprocedures for smoke, fume and fire? Have you had the opportunityto actually use a fire extinguisher while wearing goggles or a smokehood? Are you certain you can find appropriate circuit breakers orswitches to shut off Most Likely sources of smoke and fire?

Could you find the necessary items (Hoods, Mask, O2 walk aroundbottle) and actually put them on in a chaotic environment with a

cabin starting to fill with smoke?

This was one of the topics at the CASS Conference held in Floridaat the end of April. Consider these things and others ahead of time,because your response and actions will have to be quick and correctthe first time.

You should not plan on being assisted by the flight crew- they willhave their hands full getting the aircraft down. Train, Review,Anticipate, Rehearse and ACT.

Are you Ready?

Liz Dembinski-LloydHess Corporation

Are you really ready for emergency?

Welcome to theNBAA

Flight Attendants Conference!

Proud Sponsors of Four MedAire TrainingScholarships to

Management of In-flight Illness & Injury

MedAire.com
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11/24


Announcing the NEW and innovative Beyond And Above CorporateFlight Attendant Training Center

The management of Beyond and Above is very pleased to announce the opening of their new and innovativeCorporate Flight Attendant Training Center. The new center is located at the Executive Airport in Fort Lauderdale,FL.

With the June class a new dimension in training will be realized. Beyond and Above is the only training provider to

offer students the benefit of hands on training aboard an actual corporate jet.

Using an actual aircraft creates a learning environment that is second to none. Training aboard a corporate jetbrings the experience clearly into focus. Some examples of the new elements in the training are: evacuationprocedures using an actual emergency slide, and state of the art in service culinary skills.

Applications are currently being accepted for the all class. Sign Up Now!! Online Applicationor callMary Lou Gallagher at 727 384 4135

Our philosophy is to train corporate flight attendantsto be the best in the industry

Beyond and Above is rated as the #1 corporate flight attendant training provider.

Our Flight Attendants possess exquisite culinary skills, poise, and the sophistication thatreflects a meticulous work ethic.

Our Flight Attendants understand and demonstrate that confidentiality and discretionare of the utmost importance.

Our flight attendants have the sensitivity it takes to anticipate clients' needs and theknowledge to satisfy them.

Our Emergency Training follows the FAA Guidelines and is taught in a precise and simpleto learn format.

After graduation, our Flight Attendants will receive employment leads and job referrals withtotal follow through from Beyond and Above.

Flight Buzz - from ELITE TRAVELER magazine (May/June 2006) page 134

Wise private flight providers train their crack in-flight staff at Beyond And Above Corporate Flight AttendantTraining. Attendants are fully trained in their duties and responsibilities and are also groomed to deliver "whiteglove" service in-flight. Contact: Owner Mary Lou Gallagher, (727) 384-4135, Fax: (727) 343-4346;Email:[email protected];Website:www.beyondandabove.net

We Go Beyond & AboveOur program provides EVERYTHING necessary to be a corporate flight attendant
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12/24

http://www.beprincess.com/


13/24


GENERAL AVIATION

FOOD SAFETY CERTIFICATION TRAINING

June 26, 2008 Tucson, AZ

Take advantage of the food safety training class being offered in conjunction with the

NBAA Flight Attendants Conference in Tucson, AZ.

There are many reasons to be trained in General Aviation food safety,but for re-enforcement of why you should participate in this training class, please visit

aviation-foodsafety-training.com

To receive a certification from theNational Registry of Food Safety Professionals, an examination is required at the end of the class. The nationally recognized certification

is honored for 5-years before renewal.

When you complete this class, you will add to your professionalism, andlearn how to serve food in your aircraft "without compromising safety".

Course Fee: $375

Includes

1-day Training Class

Class Materials / Snacks / Lunch / Dinner

Contact: Location:

Jean Dible Holiday Inn Express Hotel & Suites

Office: 770.333.7912 10150 N. Oracle Road

[email protected] Oro Valley, AZ 85737

Hotel Number: 520.202.4000

Special Room Rate: $69.00 + Tax (Ask for Code CorporateFAInsider)
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14/24


Working towards

Exceptional In-Flight Service

Daniel C. Slapo

What do you get with the Worlds Best

Culinary School and a flight attendant whowants to learn how to either start a baselineof skill to someone who is trained and justneeds a refresher in general knowledge of

in-flight cooking? It is called ExceptionalIn-Flight Service at The Culinary Instituteof America's which is located at HydePark, NY campus. This three (3) dayintense class is worth every penny one can

spend.

Day one started off slowly but the pacepicked up and by mid afternoon you werebusy in the kitchen and did not stop untilthe bus picked us up to head

back the hotel at ten oclock inthe evening. Let me explain, wewere greeted by our class

instructor Chef Mark Ainsworth(Excellent Instructor) and whilehe (I am sure many otherinstructors before him) tried tointerject some humor into a verydry and sometimes less thaninteresting topic on the centraltheory that every plate shouldhave a conflicting type of food, he didkeep the interest of the class and. I have tosay it must be the hardest topic the schoolhas to teach to their students before theyopen the doors to the training classrooms.

In my opinion, Chef Mark taught the Yenand Yang of food (softhard / sweet

sour / friedbaked) as this allows theperson who is planning the meal to tell astory of some sorts to theperson who is eating it.

Following the lecture it wastime to take a tour of thecampus. During the campustour, Chef Mark used thelecture as a tool to explain what each

working classroom and how each studentwas incorporating the same theory intopractical environment.

After lunch, Chef Mark brought us into aworking kitchen to explain some safetyissues as well as help us practice our knifeskill. Immediately following our knife test,Chef Mark gave us our first task: platepresentation. We were

presented with several platesusing the Yen and Yang theoryas we formed teams. The kitchenproject, pluse assorted otherprojects each took about 2 hoursto complete.

Once the food plate presentationwas completed we returned tothe classroom to find SommelierVincenzo Lauria with 10 bottlesof wines and champagnes fromaround the world. Vincenzo is a

true Italian and provided us with a wealthof knowledge using such terms as Terroir,Rusticand Old World vs. New Worldvines. Along with the wine demonstration,

Vincenzo worked with each student anddemonstrated different techniques withtable service. Vincenzos lecture was fun

and vibrant leaving you feeling energized

at the completion of his training.

To end each full day ofinstruction, Chef Markassigned homework byinviting the class to one ofthe on campus restaurantsand to talk about that days

activity and apply it to dinner.

Other topics that were discussed; Micro-wave Cookery, Small Dishes and SimpleAppetizers, and Chef Mark asked for onetopic we wanted to work on and we askedabout for special instruction on Soups

(Consomm, Cream, Pureed and Bisque).

In retrospect, while I was uneasy at first intaking this class (due to none of theinstructors have worked on an airplane), bythe time it was over, I wanted more! TheCulinary Instructors used the students asteachers during the program. Each student

who walks through their classroombecomes a valued voice incorporated intothe class instruction as they help theinstructors to become more familiar withthe daily struggle we face in corporateaviation.

If you want more information about thisexcellent class titled Exceptional

In-Flight Service being taught at TheCulinary Institute of America, pleasecontact: Lorrie Hafner Account ServicesCoordinator at 845-451-1669 or via e-mail

at: [email protected].

Chef Mark

Readers Comments: Quick Donning O2 Mask

Over the past week or so weve talked about how the flight attendant is a vital part of

the crew. I couldnt agree more. May I suggest the following to ensure that the flight

attendant have the same safety equipment that the crew have, ensuring the safest ofoperations and cooperation in the event of a high cabin altitude or contamination event.

If your aircraft does not have a crew type quick donning O2 mask located at the jumpseat (if that is where the attendant sits), it would be an excellent idea to have oneinstalled if possible. If it is not possible to have one installed, a crew type mask could be

attached to a walk-around bottle.

I am aware that O2 installations are a bit different on each type of aircraft, and thatsome aircraft have either installed such a quick donning mask system at the jump seat,or offered in as an option. If you are unsure of the possibility for your own aircraft, thisboard is an endless source of valuable information.

Good luck and fly safe.

Brian MottAviation 2000 Inc.Dassault Falcon Flight Training
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air carrier. The FAA suggests that thecarrier simply give the owner a list ofapproved repair facilities from which toselect. The FAA also suggests that thecarrier inform the maintenance facility inadvance that the aircraft is on theirOpSpec DO85 and that the carrier will

play a role in ensuring that themaintenance is in accordance with the air

carrier's program.

It is still permissible to have an aircraftowner's mechanic perform maintenance ona Part 135 aircraft provided that someonefrom the air carrier is aware of themaintenance being performed and the aircarrier validates that the work has beenperformed correctly.

If maintenance is accomplished by theaircraft owner, while the owner haspossession of the aircraft and is using itunder Part 91 only, before the aircraft maybe used in Part 135 services, it mustundergo an appropriate airworthinessconformity validation check. However, ifthe aircraft owner encounters amaintenance issue on a Part 91 flight andhas work done at an unapproved shopwithout coordination with the air carrier,

then the carrier would have to complete afull conformity check of the aircraft, as ifit were new to the certificate, before itcould be used again in the carrier's Part135 operations.

Approving charter customers: If theaircraft falls under an exclusive-useagreement, the owner cannot approve ordeny a potential charter flight. Otherwise,

an aircraft owner can still preempt acharter flight so that the owner can use theaircraft. The FAA recently made thefollowing mysterious observation: "TheFAA wouldn't characterize that situation asa 'denial' of a potential charter trip. If thearrangement is put in terms of 'approval' or'denial' of each charter trip, that could beone piece of evidence that might result inan FAA finding of loss of operationalcontrol by the Part 135 operator. ...Thecarrier decides whether to conduct a trip ornot. The uncertificated aircraft owner

doesn't decide whether the charter triptakes place or not."

Insurance: The FAA still allows anaircraft owner to obtain insurance, but hasstated requirements that may be difficultfor insurance brokers to honor. The FAAnow requires that "the insurance regardingthe safety of the actual Part 135 operations

must reflect that it is the carrier, not theowner, that is conducting the Part 135revenue flights and that it is the carrier'sactions or inactions that are being insured.The insurance policy must indicate that itis the air carrier that must approve theflight crew."

Part 91flights: Owners may still conducttheir own flights under Part 91, although

they must acknowledge not onlyoperational control over those flights, theymust now acknowledge the potentialliabilities that flow from operationalcontrol. (See Point of Law, January 2008,Aviation Week Business & CommercialAviation, page 73).

Charter/management arrangements are stillgood for aircraft owners and charteroperators, as long as everyone knows whatroles they are allowed to play and followsthe scripts accordingly.

We would like to thankAviation WeekBusiness & Commercial Aviationin givingus to permission to reprint this articlewhich first published in their May 2008issue.

(Continued from page 1)

We know you will love this yearsLineup of programs and speakers!Please give us a call today at (770) 455-7002 to discuss

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Welcomes you to the13th AnnualFA Conference
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There are 12 casual factors known as The Dirty Dozen that will always be a component to an

accident or failure because they are contributing factors that interfere with our performance at

a critical moment.

By Dan LaneThe study of human / machine interface isknown as ergonomics, and the applicationof this science is called human factors. TheInternational Civil Aviation Organization(ICAO) states that: Human Factors isabout people: it is about people in theirworking and living environments, and it istheir relationship with equipment,procedures, and the environment. Just asimportantly, it is about their relationshipswith other people. Its two objectives can

be seen as safety and efficiency (ICAO

Circular 227). All accidents andincidents can be examined after thefact, then a series of events can be

determined as the root cause and this seriesof events is known as the chain of eventsor the error chain. Removing just one ofthese events in the chain may haveprevented the accident.

The study of human factors has increased

dramatically over the last decade. TheFAAnow has a Maintenance HumanFactors Program based in Washington,DC. The FAA Advisory Circular 145-10,Repair Station Training Program, mentionsthe phrase Human Factors 19 times. The

European Aviation Safety Agency (EASA)requires maintenance human factorstraining as part of the Bilateral Aviation

Safety Agreement (BASA) andMaintenance Implementation Procedures(MIP) with the United States. The

aviation community over the entire worldis on board with human factors training.

Over the past 40 years, over 80% ofaviation accidents and incidents wererelated to the human element and werelargely preventable through the proper

application of human factors principles.Since the beginning of the industrial age,the amount of machine error has decreasedwhile the human error statistics havesteadily increased. Aviation pilots wereone of the first professions to engage inhuman factors training and the result hasbeen a significant decrease in human errorrelated accidents.

1. Lack of Communication: A lack of communication orunclear instruction along with incomplete communication is whatleads to errors. The actual words that are spoken are surprisinglya small part of what others interpret. Things such as body

language and tone play a large role in the delivery of a message.

2. Lack of Assertiveness: Assertiveness is not to be confusedwith being aggressive. Assertion basically involves asking forwhat you need and saying No when necessary.

3. Fatigue: Acute fatigue can be identified as intense, short-lived, can be measured in hours and cured by a good nights sleep.Chronic fatigue is identified by the characteristics of frequent

occurrence and long duration with a slow recovery rate. Manytechnical personnel will tend to underestimate the problem andoverestimate their ability to cope with it.

4. Stress: Our individual ability to manage and overcome stressit is what varies greatly. Stress can be defined as the body or theminds reaction to the demands placed upon it. Stress is also

anything that worries us, prods us, thrills us, scares us, orthreatens us.

5. Distractions: Psychologists say distraction is the numberone cause for us to forget things. We are always thinking ahead.Thus we have a tendency, when we are distracted and then come

back to a job, to think we are farther ahead than we actually are.

6. Lack of Teamwork: If one or more team members are not inline with the rest, the whole team is less effective. The lack ofteamwork usually involves communication issues as well aspersonal conflict issues.

7. Lack of Awareness: Lack of awareness to yoursurroundings and other co-workers can lead to mistakes or injury.Sometimes it may be necessary to take a break and revisit the

situation from a different perspective.

8. Lack of Knowledge: Education is an ongoing, everydayprocess whether you realize it or not. Lack of experience is nodifferent than a lack of knowledge. We all learn from our

experiences the same as any formal classroom type training.

9. Lack of Resources: Resources come in many differentforms. Manuals, specifications, instructions, procedures,equipment and other people are all good examples of resources.

Lighting is a resource that is many times overlooked. A poorly litwork environment leads to poor job performance and accentuatespoor mental awareness to the situation.

10. Pressure: Like stress, pressure exists in every task that weare asked to complete. Pressure comes from managers,supervisors, co-workers, customers and even self-inducedpressure. Always remember to work smarter, not harder.

11. Norms: The best way to describes norms would be to callthem unwritten rules or policies that are dictated and followed bya majority of a group. That is just the way we have always done

it! is a phrase that everyone has heard in his or her work

environment.

12. Complacency: Self-satisfaction accompanied by a loss ofawareness of the danger. When an activity or task is routine, thenit is common to not put as much mental thought into theperformance of that task. Unfortunately, our tendency towardbeing complacent increases the more skilled and practiced webecome at a particular task.

Safety nets are rules and regulations, behaviors, policies, orprocedures that will help to eliminate one or more human factors,which could result in the prevention of an accident. Training,education and awareness of human factors is an essential part of

every business in aviation. For more information or to schedule atraining session, contact Global Jet Services, Inc. @ 850-691-

6090 or [email protected].(Continued on page 23)
http://www.icao.int/http://www.icao.int/http://www.faa.gov/http://www.faa.gov/http://www.easa.europa.eu/ws_prod/g/g_about.phphttp://www.easa.europa.eu/ws_prod/g/g_about.phpmailto:[email protected]?subject=Human%20Factorsmailto:[email protected]?subject=Human%20Factorsmailto:[email protected]?subject=Human%20Factorshttp://www.easa.europa.eu/ws_prod/g/g_about.phphttp://www.faa.gov/http://www.icao.int/


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Remember, in asking questions, you can get to the source ofa dilemma by asking Why? You can brainstorm ways to

resolve it by asking How?

This is part 2 of a 4 part series. You can read the first part inour April issue and the next part will be in our August issue.In addition, Shari L Frisinger is an accomplished educatorand speaker in todays aviation. She has written three

booklets: 5 Beginning Steps to Personal Handwriting Analysis, Fail: Not a Four Letter Word, So What? And WhoCares, and a motivational quote book: Focus [on thePinnacle of Your Success]. Each of them can be purchasedby contacting her at [email protected] orby going to www.cornerstonestrategiesllc.com .


Shari Frisinger Communication Replugged!

It isnt what you said.

Its what they

think they heard.

For Timely Information You Can Use Today Explore My Website At:

CornerStoneStrategies LLC

Congratulations to

All Scholarship Winners!

Enjoy YourGoing GlobalConference

Whats with the Darn Bracket Latch?

By Randall Woods

Ok, you are in the big leagues now and take your flightattendant job very seriously. Good for you. So, you show

up to for a flight, nice and early and wellbefore the crew show time given to you byCrew Scheduling / Operations. Of coursethe pilots are not around yet and you ask toaccess to your aircraft for the trip in order toget started; thinking that you can get throughyour emergency equipment checks and start

learning the layout of this particular galley.

Murphys Law has taken place and of courseyou have never flown this aircraft before so

you look for a briefing card to make sure you find all theemergency equipment. You start into the process and over

time end up at one of the fire extinguishers.

Now, you know that one of the items you are looking foris the weight of the fire extinguishers so you attempt to

pull back the bracket latch to gain access to theextinguisher and for some reason cant get it to open up.You struggle, now a little embarrassed that you cant makesomething so simple, like releasing the bottle. With a greatamount of strength you finally get it open and pull out the

fire bottle from the bracket.

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You preflight it..overall condition,

especially around the regulator; gaugein the green; sticker outlining the datedue for inspection; retaining pin in itsproper position not allowinginadvertent movement of the handleand of course its heavy so it muchhave Halon included. Not bad, youthinklooks nice and new and exceptfor a large amount of dust, you are

very satisfied.

So, being just that, you place it back inthe bracket and begin to work the latchback to the proper positionto make it secure. Of course,reading this you now knowwhats going tohappen.the latch is not

going to hold! The give-away.it was hard to open,it will be harder to close.Youre right! No matter

what you do, the latch to thebracket doesnt stay closed and you areleft to frustration, bruised fingers and

maybe even a broken finger nail. Grr!

What to do now? You remove the fireextinguisher and place it right on thetable in the cabin to make sure that youdont forget that it is still an open

issue. When the Pilot-in-Command

shows up, you mention that you cantseem to get the bracket latch to close.Almost with a look of annoyance, heor she gets on their kneesand attempts to do whatyou had failed at

getting the latch to hold.

If you practice what you

are taught, you knowexactly what Im talkingabout. We have all fought with thelatches on the fire extinguisher

brackets wondering why we do thisfight with the removal of a fireextinguisher only to very quickly put it

back into the bracket! We doit.because we need to! Ifyou are struggling with theremoval of a fireextinguisher, why do you

think that it will be easywhen you truly need one?

A part of the preflight/ post-flight process is learning

how the brackets are made and howeasy or in this case, how hard they arein opening them. I encourage you tonot lower your standard bar! You needto remove each fire extinguisher toverify that it weighs appropriately andin doing so you are learning how thebracket on the extinguisher works and

whether it works easy or hard. If too

hard, the Pilot-in-Command, if not the

maintenance staff, needs to know.

Better to have thathappen than to have aperfect fire extinguisheravailable in an actualemergency and yet notusable since no one can

get the extinguisher out.Next time you do your

emergency preflights, I encourage youto do this drill. Sit in your normalassigned seat and close your eyes.Now with your eyes closed, move tonearest fire extinguisher and remove itand simulate pulling the safety pin for

activation.

Now you can understand what mayreally take place when there isunknown smoke or worse yet, actualfire on board, and the galley and cabinpower has been turned off taking awaynormal lighting. Its tougher than youthink. In doing this process, you arealso learning which way the bracketlatches are mounted and how easily, orin this case, how hard they are toremove! Better to learn duringpreflight / postflight than in an actual

emergency!


Editor Corner

Ever Changing Time

It is that time a year again when the sun is over head changingour season from spring to summer. This time of year we think ofwaves crashing at the beach and a well needed getaway. Yes, its

summertime for the NBAA Annual Flight AttendantsConference. The two have been going hand in hand for

the last 13 years.

The 2008 conference is being held June 26th - 28th inTucson, Arizona at the Hilton El Conquistador Golf& Tennis resort. A wide variety of topics is being of-fered by this years committee members. We have

worked hard to offer timely and relevant informationand we hope that you will bring useful informationback to your flight department managers. If youhavent done so, make your reservations to join the event in

beautiful Arizona. A change of scenery will be good for you!

Many of you may remember I was going through some family

tribulations when my mother passed away last summer. So it istime for me to reflect on the change in my life since last year. Ihave realized that my mother was like a rock for me andemotionally it has been very difficult with her absence in my life.But I know I am not the only one who has lost a loved one thisyear.

A friend of mine just lost his mother, another friend lost herhusband, and one lost her daughter. The list could go onand on. So I know I am not alone in trying to put on aface of happiness. I want all my friends, extendedfamily, and for you, my readers, to know that change issometimes hard but we get through it just one small

step each day.

Talk about change - my income level is down and myretirement plan went up. I now have to work until theripe old age of 75, instead of the current 65. Theindependent F/A contractor is finding a slow-down due

to the unstable economy. This results in less call outs and flight



21/24


Silver Lining Inflight Catering Announces the Grand Opening of itsNew State of the Art Service Facility for Palm Beach, Stuart, and

Vero Beach Airports

POMPANO BEACH, FL- June 1, 2008

Silver Lining Inflight Catering is proud to announce that it has opened its new service facility forPalm Beach International, Stuart and Vero Beach Airports.

Silver Lining has been supplying gourmet meals at FLL, FXE, BCT, PBI, OPF, TMB, SUA and

MIA. Currently, Silver Lining operates its main service facility in Pompano Beach. Because of theexplosive growth in demand for private jet travel, Silver Lining will be opening a new facility atGeorgia Avenue to better serve its customer base. Further announcements will be forthcomingprior to the Grand Opening.

About Silver LiningSilver Lining Inflight Catering is the largest and #1 Inflight caterer inSouth Florida servicing MIA, FLL, FXE, BCT, PBI, OPF, & TMB. Silver Lining has been cited for itssuperior concierge service and creative gourmet meals. In 2007, Net Jets awarded Silver Liningits 2007 Service Excellence Award. This Award is given each year to the Vendor who maintains

the highest standards of consistency.For More Information:

Mike Linder

Silver Lining Inflight Catering

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Aerospace Medicine Technical Reports

FAA Office of Aerospace MedicineCivil Aerospace Medical Institute

Report No: DOT/FAA/AM-07/21

Title and Subtitle: Flight Attendant Fatigue

Report Date: July 2007

Authors: Nesthus T, Schroeder D, Connors M, Rentmeister-Bryant H, &

DeRoshina C

Abstract: The Departments of Transportation and Treasury and IndependentAgencies Appropriations Bill (House Rpt. 108-671) included a directive to theFederal Aviation Administration to conduct a study of flight attendant fatigue.The NASA Ames Research Center Fatigue Countermeasures Group (FCG) was

contracted by CAMI to conduct the study.

To meet the goals of the study, this report contains a literature review on fatigue aspotentially experienced by flight attendants, an evaluation of currently used (actualvs. scheduled) flight attendant duty schedules, and a comparison of these schedulesto the current CFRs. The report additionally reviews fatigue-related incident/accident information from the Aviation Safety Reporting System (ASRS) and theNTSB database.

One report section describes the application of three different performance andfatigue models to assess how flight attendant duty schedules contribute to increasedlevels of fatigue and predicted changes in performance. The report concludes with6 recommendations concerning issues that require further evaluation, including:

(1) Survey of Field Operations. To assess the frequency with which fatigue is

experienced, the situations in which it appears, and the consequences thatfollow;

(2) Focused Study of Incident Reports. To better understand details of theincidents;

(3) Field Research on the Effects of Fatigue. To explore physiological andneuropsychological effects of fatigue, sleepiness, circadian factors, and rest

schedules on flight attendants;

(4) Validation of Models for Assessing FA Fatigue.An important step to under-standing whether and how models could be used in conjunction with field

operations;

(5) International Carrier Policies and Practices Review. To learn how other

countries address these issues and with what results; and(6) Training. FAs could benefit from information on fatigue, its causes and

consequences, its interaction with circadian disruption, and how and when to

employ countermeasures (e.g., scheduled naps, physical activity, social

interaction, caffeine).

Key Words: Flight Attendant Fatigue, Sleep Loss, Circadian Rhythm Disruption,Duty Time and Rest, Jet Lag, Workload, Biomathematical Models.

To read the full report please visits

http://www.corporatefainsider.com/FA_Fatigue.

address. My view is that a reasonable flightcrew policy is one that says in a flat floor,wide cabin aircraft the minimum crew fordispatch consists of at least two pilots and a

flight attendant.

Does the NBAA Board have a position on the

use of flight attendants?

Not that I am aware of. This question is bettersuited to several committees (Safety, Ops,

Management).

Most Flight Attendants attend an annual

training without their department Pilots. Do

you know of flight departments breaking that

trend by having pilots attend training with the

cabin crew staff to keep everyone on

the same page?

No. However, at a previous job, we did do oneepisode at FlightSafety in Savannah where allof our pilots and flight attendants attended aday of emergency training that included thecabin evacuation trainer, the ditching trainerand fire fighting simulation. It was a terrificexperience during which I saw the value of a

well trained FA first hand.

I see that ConocPhilips is offering a Flight

Attendant scholarship award this year. Iwould be interested to know how that came to

be. We need to convince more companies to

contribute on an annual basis. Maybe we

could even squeeze more money out

of you next year?

We support efforts that push business aviationto higher levels of safety and operationalperformance. Supporting the NBAA FAscholarship program is a great way to promotehigher standards for ourselves and others. PhilGuthrie, one of our flight attendants atConocoPhillips, proposed that we underwrite a

scholarship and I was glad to support this.

We here at CorporateFAInsider.com and

Corporate Flight Attendant News E-Letter

applauded Doug for hiscontinued support for this publication as well

as his support to the

Flight Attendant community.

http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/http://www.corporatefainsider.com/FA_Fatiguehttp://www.corporatefainsider.com/FA_Fatiguehttp://www.conocophillips.com/index.htmhttp://www.corporatefainsider.com/FA_Fatiguehttp://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/


23/24


About the Author: Dan Lane is the Chief Inspectorand Nondestructive Testing Department Managerfor Epps Aviation at PDK airport in Atlanta,Georgia. Dan is a licensed Airframe and Power-plant mechanic holding an Inspection Authorizationand is also certified by the American Society for

Nondestructive Testing (ASNT) as an NDT Level III. The FAAhas certified Dan as a Designated Airworthiness Representative(DAR).

This article first appeared in the January 2008 issue ofAutoPILOTmagazine

REFERENCES: Global Jet Services, Inc.Human Factors inAviation Maintenance, Simsbury, Connecticut, 2004.


Serving your needs in the Dallas / Fort Worth area

assignments. Companies like Lehman Brothersjust lostover $2 Billion, Bear Stearnsclosed its doors. When was

the last time you heard of a road show for a companymarketing an IPO (initial public offering)? With a slowdown brings change. As my mother always said, It is

what it is - just keep heading in the rightdirection and it will all work out.

Inside this issue you will notice some changes. I havechanged the front page to look like a newspaper. Second,our June issue will double or even triple in size toaccommodate the advertisers targeting the conferenceattendees. So if you would like to participate and becomea sponsor or advertiser, please visit our website for more

information at www.CorporateFAInsider.com

Fly safe and Ill see you at the conference.

Daniel C. SlapoEditor/Publisher

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Corporate Flight Attendant News E-Letter June 2008

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