Fighting FatigueTaking care of your aircraft is a key focus of this issue, but it is also important to take care of the pilot. A vital part of caring for the pilot is dealing with fatigue, which is an inescapable aspect of life. For the average individual, it is a minor inconvenience. For a pilot, though, its consequences can be disastrous.Boeing’s little known 307 Stratoliner, affectionately dubbed "the flying whale" for its portly lines, ushered in a new aviation era when it entered into airline service in mid-1940.
Corporate Flight Attendant News E-Letter 1 Volume 4, Issue 5 Corporate Flight Attendant News E-Letter Educating the community one news issue at a time. Volume 4, Issue 5 AUGUST 2009 ISSN 1932-4464 Our mission is to inform our loyal readers on today‘s issues that shape the corporate flight 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. Greetings Fellow Aviators, This issue will be short as I have had a lot of things happen these past two months. I have found that my aviation career has “taken off” in another direction. First I would like to thank all those who attended the NBAA 14th Annual Flight Attendants Conference in New Orleans. While the numbers were not as big as past conferences, the crowd was grateful to have an outlet to meet and hear some great discussions on what is relevant and important in todayʼs work force with regards to safety, security, communication and other cabin related subjects. Second, I would like to thank Shari Frisinger, President, CornerStone Strategies, for speaking at this conference. While I was the sponsor for her topic, she was all I expected and more. Many people asked to have her back and I know the Flight Attendants Committee will consider those requests to hear Shari speak in the future. Thirdly, I am excited to have finished buying my very first home. In this day and economy it has been a very valued lesson as well as I had to learned patience! And lastly, I am changing career paths. After 14 years of being a flight attendant and learning what it meant to be on the front lines, I am going to start being assigned to an office and working as a Dispatcher. Yes, you heard it right; I am going to become a FAA Licensed Dispatcher! You may be wondering if I will continue writing this publication. The answer is yes. I will be adding other content such as “Dispatcher” info that will help you become a better aviator. My publication will expand into a new area of readership. So look towards the future and venture out of your comfort zone where I will share information with you relevant to your aviation career. Daniel C. Slapo Founder/Publisher Fighting Fatigue by FAA Federal Air Surgeon Page 3 SAFO Lithium Type Batteries Page 5 History Lesson Boeing 307 Stratoliner Pressurized Airliner Page 6
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. Greetings Fellow Aviators,
This issue will be short as I have had a lot of things happen these past two months. I have found that my aviation career has “taken off” in another direction.
First I would like to thank all those who attended the NBAA 14th Annual Flight Attendants Conference in New Orleans. While the numbers were not as big as past conferences, the crowd was grateful to have an outlet to meet and hear some great discussions on what is relevant and important in todayʼs work force with regards to safety, security, communication and other cabin related subjects.
Second, I would like to thank Shari Frisinger, President, CornerStone Strategies, for speaking at this conference. While I was the sponsor for her topic, she was all I expected and more. Many people asked to have her back and I know the Flight Attendants Committee will consider those requests to hear Shari speak in the future.
Thirdly, I am excited to have finished buying my very first home. In this day and economy it has been a very valued lesson as well as I had to learned patience!
And lastly, I am changing career paths. After 14 years of being a flight attendant and learning what it meant to be on the front lines, I am going to start being assigned to an office and working as a Dispatcher. Yes, you heard it right; I am going to become a FAA Licensed Dispatcher!
You may be wondering if I will continue writing this publication. The answer is yes. I will be adding other content such as “Dispatcher” info that will help you become a better aviator. My publication will expand into a new area of readership.
So look towards the future and venture out of your comfort zone where I will share information with you relevant to your aviation career.
Fighting FatigueTaking care of your aircraft is a key focus of this issue, but it is also important to take care of the pilot. A vital part of caring for the pilot is dealing with fatigue, which is an inescapable aspect of life. For the average individual, it is a minor inconvenience. For a pilot, though, its consequences can be disastrous.
Fatigue and Aviation
Fatigue is characterized by increased discomfort with lessened capacity for work, reduced efficiency of accomplishment, and loss of capacity to respond to stimulation. It is usually accompanied by a feeling of weariness. The cause of fatigue is not as important as its negative impact on a person’s ability to perform tasks. Several studies have demonstrated that fatigue can significantly impair the ability to carry out tasks that require manual dexterity, concentration, and higher-order intellectual processing—all of which are required to safely pilot an airplane.
Although general aviation pilots are not typically exposed to the circadian disruptions common to many airline pilots, fatigue from other causes, in combination with the relatively higher workload of single pilot operation, can create a safety hazard. These dangers can be exacerbated if, as is often the case, the pilot does not recognize the existence or degree of fatigue. Studies show that fatigued individuals
consistently underestimate how tired they really are, as measured by physiologic parameters such as sleepiness, difficulty concentrating, apathy, annoyance, increased reaction time, decreased vigilance, memory problems, task fixation, and increased errors while performing tasks. Individuals may also fail
to realize that fatigue cannot be overcome by experience, motivation, medication, coffee, or willpower.
Antidotes and Prevention
Adequate sleep is the best way to prevent or resolve fatigue. Sleep gives the body a period of rest and recuperation. On average, a healthy adult does best with eight hours of uninterrupted sleep. Medical conditions (e.g., sleep apnea, insomnia) can influence the quality and duration of sleep. Social and behavioral issues play a role, too. Late-night activities, excessive alcohol or caffeine use, travel, interpersonal strife, uncomfortable surroundings, and shift work can all have an adverse impact on sleep quality and duration.
Lifestyle changes are not easy for individuals; nevertheless, GA pilots should make every effort to modify factors that cause fatigue. Here are a few tips:
Do…• Be mindful that some medications can cause drowsiness or
impaired alertness.
• Consult a physician to diagnose and treat any medical conditions causing sleep problems.
• Create a comfortable sleep environment at home and, when traveling, select hotels that provide a comfortable environment.
This article was written byAnthony E. Pomata on October 03,
2001 for HistoryLink.Org
Boeing’s little known 307 Stratoliner, affectionately dubbed "the flying whale" for its portly lines, ushered in a new aviation era when it entered into airline service in mid-1940. It was the first in-service pressurized airplane and airliner. It is cabin pressurization (termed cabin supercharging at the time), along with air conditioning and heating that enables today’s high altitude passenger jet airliner flights above the weather and turbulence, where the thin air and sub-zero cold could kill passengers within minutes were they unprotected. The Seattle-built, propeller driven Stratoliner took the first practical step on the journey to safe high altitude passenger flight. Although only 10 aircraft were built, it was very successful in airline service; one was reported still carrying passengers in 1986. Remarkably, at least two airframes survive today, the restored Pan American Airways NC19903 Clipper Flying Cloud, which began flying again on July 11, 2001, and the fuselage of the Howard Hughes special model, which is now a yacht.
As luck would have it, the Flying Cloud was the first in-service pressurized airplane and airliner.
The Stratoliner was arguably the most advanced operational aircraft in the early 1940s, for it also utilized power boosted control surfaces and geared two-speed engine superchargers, lacking only the tricycle landing gear employed by the Douglas DC-5 airliner that entered service with Dutch airline KLM a month earlier. Building upon that lead, during World War II the U.S. was the only country to field:
• a pressurized strategic bomber;
• pressurized turbojet powered fighters;
• a pressurized transport/airliner; • aircraft employing power boosted control surfaces.
Germany and the United Kingdom operationally deployed pressurized propeller-driven bombers and fighters, which were modifications
of earlier aircraft. Today’s high performance turbine-engined civil and military aircraft are
pressurized and utilize powered flight controls.
1930s High Altitude Flight
In the 1930’s aviation researchers realized that flying at high altitude above the weather would pay dividends in passenger comfort, higher speed, and longer range.
Progress had been made to fly safely at high altitude: reliable oxygen masks, electrically heated flying suits, a practical pressure suit, and a successful experimental pressurized airplane that flew in May 1937. During this period, airlines, the military, and individuals conducted high altitude flight tests, which resulted in several U.S. and a British airline requesting proposals for pressurized airliners.
Boeing, Curtiss, and Douglas responded with designs, all of which reached the flying hardware stage by 1940. Britain’s Fairey built a mockup before the project was cancelled in 1939 due to World War II. First in the air, however, was the U.S. private venture Abrams Explorer two-crew photomapping airplane flown during November 1937. The Explorer, the only one built, flew successfully for many years and now resides in the National Air & Space Museum collection in Washington D.C.
Stratoliner Derived from B-17 Bomber
Wellwood Beall, famed 314 Clipper flying boat designer, led a talented team that in December 1935 began development of the 307 as an airliner derivative of the model 299/XB-17 Flying Fortress. Douglas, by 1936, had five airlines sponsoring development of its pressurized DC-4E four-engine long-range landplane airliner. Pan American Airways (PAA) and Trans Continental and Western Airlines (TWA) decided before it flew that they wanted out, due to high costs and projected performance shortfalls. Continue on page 8
The prototype Boeing 307 Stratoliner first flew on December 31, 1938
U.S. Department SAFO 09013 of Transportation DATE: 6/23/09
Federal Aviation Administration Flight Standards Service Washington, DC http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/safo A SAFO contains important safety information and may include recommended action. SAFO content should be especially valuable to air carriers in meeting their statutory duty to provide service with the highest possible degree of safety in the public interest. Besides the specific action recommended in a SAFO, an alternative action may be as effective in addressing the safety issue named in the SAFO. Subject: Fighting Fires Caused By Lithium Type Batteries in Portable Electronic Devices Purpose: To recommend procedures for fighting fires caused by lithium type batteries in portable electronic devices (PED). Background: The two types of batteries commonly used to power consumer PEDs brought on aircraft are lithium batteries (disposable) and lithium-ion batteries (rechargeable). Both these types are capable of ignition and subsequent explosion due to overheating. Overheating results in thermal runaway, which can cause the release of either molten burning lithium or a flammable electrolyte. Once one cell in a battery pack goes into thermal runaway, it produces enough heat to cause adjacent cells to go into thermal runaway. The resulting fire can flare repeatedly as each cell ruptures and releases its contents. Discussion: Based on testing by the Fire Safety Branch of the Federal Aviation Administration (FAA) William J. Hughes Technical Center, the following procedures are recommended for fighting a fire of a lithium-type-battery powered PED. The procedures consist of two phases: (1) extinguishing the fire, and (2) cooling the remaining cells to stop thermal runaway.
(1) Utilize a Halon, Halon replacement or water extinguisher to extinguish the fire and prevent its spread to additional flammable materials. (2) After extinguishing the fire, douse the device with water or other non-alcoholic liquids to cool the device and prevent additional battery cells from reaching thermal runaway.
WARNING: Do not attempt to pick up and move a smoking or burning device! Bodily injury may result.
WARNING: Do not cover the device or use ice to cool the device. Ice or other materials insulate the device,
increasing the likelihood that additional battery cells will reach thermal runaway. Reference Materials: The following are additional information related to lithium-type battery fires: Additional information on lithium-type battery fires may be found by clicking on this link: SAFO 09013SUP.pdf. The FAA has developed a training video to demonstrate effective techniques for fighting lithium-type battery fires. See the Video on Laptop Battery Fires at http://www.fire.tc.faa.gov/2007Conference/proceedings.asp Click on the “Training Videos” link on the lower right of the page. Recommended Action: Directors of safety, directors of operations, training managers, and crewmembers should collaborate to include these procedures in the operator’s manuals, operations, and training.
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• Turn in at the same time each night, and get into the habit of sleeping eight hours per night.
• Limit daytime naps to 30 minutes, since longer naps produce sleep inertia.
• Get plenty of rest and minimize stress before a flight. If problems preclude a good night’s sleep, rethink the flight and postpone it accordingly.
Don’t…
• Consume alcohol or caffeine within three to four hours of going to bed.
• Eat a heavy meal just before bedtime.
• Take work to bed.
• Exercise within two to three hours before bedtime.
• Use sleeping pills (prescription or otherwise).
For more information on this subject and other important topics, take a look at the brochures at http://www.faa.gov/pilots/safety/pilotsafetybrochures/.
Good health and safe flying!
Dr. Tilton received both an M.S. and a M.D. degree from the University of New Mexico and an M.P.H. from the University of Texas. During a 26-year career with the U.S. Air Force, Dr. Tilton logged more than 4,000 hours as a command pilot and senior flight surgeon flying a variety of aircraft. He currently flies the Cessna Citation 560 XL.
This is a reprint from the FAA Aviation News issue May/June 09. If you would like to read more or subscribe to this free publication, please visit http://www.faa.gov/news/aviation_news/
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In 1937 they ordered instead the 307, four for PAA, five for TWA. Millionaire Howard Hughes later ordered another. These were to be the total orders for the aircraft, which cost approximately $250,000 delivered. Breda of Italy had sought a production license in 1939, wanting the 307 for transatlantic service and for its technology. Political and Not Invented Here considerations evidently killed the project.
First Flight in 1938
Before the Stratoliner took wing, a confident Boeing designed a huge pressurized two-deck flying boat in response to a 1937 PAA requirement for a flying ocean liner capable of crossing the Atlantic non-stop. Boeing’s model 326 was headline news on June 22, 1938, its announcement coming just 15 days after the 314 Clipper flew. However, Boeing built none of the model 326. Nor were any of four competing designs ever built.
The S-307 NX19901 prototype (for PAA) flew for the first time on December 31, 1938, piloted by Eddie Allen, from Boeing Field, Seattle, for a total of 42 minutes. The first pressurized flight, successfully accomplished by PAA NC19902 Clipper Rainbow, occurred on June 20, 1939.
Design Relationships and Large Vertical Tails
Initially the 307 design was based on the model 299/XB-17 -- wings (over three feet wider), tail and landing gear joined to a new circular section pressurized fuselage with newer B-17B type engines without turbo-superchargers. Production aircraft had wing slots, a dorsal fin, and a large vertical fin -- these last two items were then developed for the B-17E through G models. Large vertical tails have since characterized Boeing airplanes up to the present 777 jet airliner. Development of the B-29 Superfortress pressurization system stemmed from the 307, and this successful bomber was the first mass production pressurized airplane.
Stratoliner Name
The Stratoliner was the first of several Boeing aircraft to use the strato prefix in its name. Strato is derived from the second-from-the-surface of the earth’s atmospheric layers, the stratosphere, which
begins at around 30,000 feet of altitude. TWA highflying model SA-307B’s were shy by about 4,000 feet of being able to reach that height. Some early 707 turbojet airliner models were for a time also named Stratoliner -- they cruised comfortably in the stratosphere.
Stratoliner Entered Service in 1940
PAA’s Flying Cloud flew the first operational pressurized service from Miami, Florida, to Latin America beginning on July 4, 1940. The Stratoliner offered unmatched comfort, speed and range advantages over its Douglas DC-3 and Lockheed Electra twin-engine competitors. A wide body airliner, its fuselage was more than three feet wider than the DC-3, and featured a luxurious 33-passenger cabin -- pressurized, air conditioned and heated; passenger compartments; sleeping berths with windows; ample-size individual reclining sleeper seats; large seat windows (approx. 12 x 16 inches); men’s and women’s lavatories with skylights; and a galley with a skylight.
A month later, a German Junkers Ju 86P two-crew high altitude photo aircraft flew at 41,000 feet over the United Kingdom, becoming the first operational pressurized military airplane.
Boeing Was the 1940s Technology Leader
In 1940 Boeing was king of the hill in advanced technology with its stable of operational airplanes, while Douglas and Lockheed led in sales. With a six-month lead on the 307, the 314 Clipper flew on June 7, 1938. In service with PAA, it was at once the largest, heaviest, longest-range, highest capacity airliner, using the most powerful engines. In the 307 Boeing had the only operational pressurized airplane and the longest-range landplane airliner. Despite having the longer range 314 in service, PAA briefly considered flying the 307 across the north Atlantic, but never did.
During World War II, the Army Air Force (AAF) flew the route with its impressed TWA 307’s beginning in 1942. Boeing’s B-17C was the fastest, highest flying, and longest-range heavy bomber in the air.
Adding to this bounty was the XB-29 then being developed, among the most advanced operational airplanes of World War II, with reversible pitch propellers, tricycle landing gear, electronic computer controlled powered gun turrets, and navigation/bombing/tail warning radar systems.
A Special Model for Howard Hughes
A special model SB-307B for Howard Hughes was built with more powerful engines and extra fuel tanks for an around-the-world flight that was cancelled due to the start of World War II. The flight was never made. It was the first Stratoliner delivered to a customer; its initial flight (with experimental license NX19904) occurred on July 13, 1939. Postwar it was fitted with a luxury interior, including a bedroom, and named The Flying Penthouse.
A 1964 hurricane severely damaged it and rendered it unflyable. In 1969 it was purchased as scrap for $61.99 -- the fuselage was salvaged (the aft rounded pressure bulkhead formed the cabin after end), then mounted on a boat hull and converted into a luxury yacht named The Londonaire. It was rebuilt beginning in 1994, and is a Florida based, operating yacht named Cosmic Muffin, with N19904 painted on its sides.
World War II Service and Afterwards
During World War II, TWA’s 307’s were taken into AAF service as the camouflaged C-75. PAA aircraft were retained by the airline, with their crews and colors flying under charter for the AAF Air Transport Command. All eight aircraft survived their wartime service.
Postwar Stratoliner airline service began in late 1945 when TWA resumed coast-to-coast flights with its upgraded SA-307B-1 aircraft, and PAA flew the New York City to Bermuda route. PAA Stratoliner service ended in 1948, when its three aircraft were sold. TWA used its five SA-307B-1’s until 1951, after which they were sold off. Three aircraft were in service in Indochina during the 1970s, one aircraft was reported still flying in Laos as late as 1986.
Restored Flying Cloud Airborne
Resplendent in its highly polished aluminum Art Deco finish, the Flying Cloud flew from Boeing Field
exactly 61 years and one week after it flew into the history books. The July 11, 2001, flight was actually its third first flight. It flew for the first time in 1939 from Boeing Field. During its active years, the Flying Cloud served not only PAA, but also the President of Haiti and several other owners in its productive lifetime. It made a second first flight on June 4, 1994, to Boeing Field after languishing in the open in the Arizona desert for more than 22 years. Over a seven-year period, a team of Boeing employees and volunteers refurbished it in its Plant II birthplace. Owned by the National Air & Space Museum, the Flying Cloud will be permanently displayed in the museum’s Washington D. C. facility.
[Note: On March 28, 2002, the restored Stratoliner developed engine trouble while on a test flight and
ditched into Elliott Bay. No one was injured, and the damaged aircraft was retrieved. The Flying Cloud evidently ran out of fuel, causing it to descend into the water. As of June 2002, Boeing has determined that the necessary repairs to restore the Flying Cloud to flyable condition are cost effective. A team of Boeing and volunteer workers will rebuild it, with the intention of flying east in the summer of 2003 to the Smithsonian Air and Space Museum.]
As of August 1st 2009, us citizen airline crew members on duty for their companies no longer need any visas to operate in France or in transit by France.No more visa application of this type will be taken by the French General Consulate in Washington, DC and crew members that would already have made any appointments in the next weeks on this purpose are kindly requested to cancel them to leave these slots to other applicants.
• First operational airplane with hydraulically boosted control surfaces -- elevators and rudder;
• Fastest scheduled long range airline service -- up to 220 mph cruise, flown by TWA model SA-307Bs beginning in 1940;
• First airliner (SA-307B) with geared two speed engine superchargers able to cruise at high altitude with passengers in complete comfort beginning in 1940;
• First four-engine landplane airliner in U.S. scheduled long-range service;
• Wide body fuselage -- wider at 138 inches/11.5 feet overall than its turbojet powered namesake, the 367-80 Dash Eighty 707 prototype tanker/airliner at 132 inches/11.0 feet.
Sources:Boeing Archives; Boeing S-307 Maintenance Manual (Seattle, 1940); S-307 Clipper Flying Cloud restoration project in Boeing’s plant 2: Einar Moen/leadman, Ed Heineman/volunteer; PAA newspaper, March 1940; Bob Stubbs/PAA flight engineer; Ralph Connerly/PAA S-307 1940s radio operator; Dave Drimmer/owner of the yacht Cosmic Muffin; The Seattle Daily Times, June 23, 1938; Kenneth Munson, World Aircraft From 1919 to 1935 (London, U.K.: Blandford Press Ltd., 1982); Airliners From 1919 To The Present Day (London, U.K.: Blandford Press Ltd., 1982); Bill Gunston, Combat Aircraft of World War II (London, U.K.: Salamander Books Ltd., 1978); Giorgio Bignozzi, "The Italian Fortress," Air International, December 1986; Joachim Dressel and Manfried Griehl, Junkers Ju 86 (Atglen, PA: Schiffer Pub. Ltd., 1998); Clarence L. Johnson, Development of the Lockheed Constellation (Burbank, CA: Lockheed Corp., 1944); Air Transport, May 1945; Aviation Magazine (1923-1940); The New 1000 H.P. Wright Cyclone (Patterson, NJ: Wright Aero. Corp., 1936?); Pratt and Whitney Engine Handbook (Hartford, CT: Pratt and Whitney Aircraft Co., November 1927); Pratt & Whitney Operators Handbook; Wasp and Hornet, Wasp Junior (Hartford, CT: Pratt and Whitney Aircraft Co., March 1, 1930); "Man's Farthest Aloft," National Geographic, January 1936; David M. Carpenter, Flame Powered: The Bell XP-59A Airacomet and the General Electric I-A Engine (New York, NY: Jet Pioneers of America, 1992); Stanley R. Mohler and Bobby H. Johnson, Wiley Post, His Winnie Mae, and the World's First Pressure Suit (Washington D.C.: Smithsonian Institution Press, 1971); H. A. Taylor, Fairey Aircraft Since 1915 (London, U.K.: Blandford Press Ltd., 1988); Graham White, Allied Aircraft Piston Engines of World War II (Warrendale, PA: Society of Automotive Engineers, Inc., 1995); Frank L. Greene, The Grumman F4F-3 Wildcat, Profile No. 53 (Surrey, U.K.: Profile Pub. Ltd., 1965); Richard Thruelsen, The Grumman Story (New York, NY: Praeger Publishers, Inc., 1976); The Boeing Company Website (www.Boeing.com); (www.TWA.com); National Air and Space Museum (www.nasm.edu); Boeing/Douglas Division Archives; Bobbi Trout (record setting aviatrix who conceived and tested the first successful electrically heated flying suit); Los Angeles County Natural History Museum; Seattle Museum of Flight Technical Library; National Air & Space Museum aeronautics department; Boeing Public Relations/jet airliner pressurization data - via Bill Seil; Author's 1998 volunteer work on the Flying Cloud restoration project and visit to the yacht Cosmic Muffin.
