22 OCT 2008 _______________________________________ *FAA splits duties of air-traffic controllers *FAA Plan To Narrow Controller Training Draws Fire *NTSB ISSUES UPDATE ON BUSINESS JET ACCIDENT IN SOUTH CAROLINA *Feds issue pilots with more secure licences (Canada) *Aircraft maintenance has $1-bn business potential in India *Two Airplane Accidents in One Day (Indonesia) *FAA Considers Crackdown on American Eagle for Flying Overloaded Planes *Eurocontrol: first airlines obtain ADS-B airworthiness approval *Menzies sells aviation wing *Eclipse to sell off DayJet aircraft *FAA grounding Hawaii carrier Mokulele *Upgrade of airports’ rating seen in 2009 (Phillipines) **************************************** FAA splits duties of air-traffic controllers Critics say move means less training for those responsible for public's safety MEMPHIS, Tenn. - The Federal Aviation Administration is realigning the duties of air traffic controllers in some cities, a move that critics say will mean less training for the people responsible for the safety of the flying public. Faced with a nationwide shortage of controllers, the FAA says it wants to streamline training by dividing the job of air traffic controllers into two specialties. In January, controllers in Memphis and Orlando, Fla. — now trained to work in their airport towers as well as companion radar centers — will be restricted to one job or the other. "It's simply focusing their training to do precisely what they're going to be doing," FAA spokesman Paul Takemoto said. Some lawmakers and the controllers' union say the change will allow the FAA to certify controllers with fewer training hours than the current standard. "It masks their staffing problems," said Victor Santore, regional vice president of the Air Traffic Controllers Association. The union also argues that the new job descriptions will cut controllers' salaries by 4 percent to 8 percent and limit staffing flexibility in emergencies. Radar centers called TRACONs, for Terminal Radar Approach Control, direct aircraft for landings and takeoffs up to 50 miles from their airports. Towers handle planes when they're within five miles of an airport or on the ground. More than 40 percent of the FAA's 315 air traffic control facilities have towers with companion radar centers. John Wallin, president of the union local in Memphis, said training controllers to work in both airport towers and radar centers improves coordination between the groups as they work to keep planes safely spread out over busy airports. He called the FAA's move dangerous. "Controllers who work in the tower will no longer have the experience that radar controllers have and that could lead to a disaster because they're not going to know what each other is doing," he said. The FAA's move to split the tower and radar center jobs is not new. More than 20 of the busiest airports in the U.S., including those in Atlanta and Chicago, already operate that way. But Wallin said those airports get the most experienced controllers, many of them with both tower and radar experience earned in smaller cities like Memphis. The FAA also has looked into splitting the controllers' job functions at cities including Cleveland, San Antonio, Pittsburgh, Cincinnati, Tampa, Fla., and Charlotte, N.C. Moves to split the work in towers and radar centers at Miami and Philadelphia were recently scaled back following complaints from members of Congress and others who argued the plans needed more study and input from outside the FAA. Sen. Robert Casey, D-Pa., joined other Pennsylvania lawmakers in opposing the plans, arguing that "any action that would dilute staff would dilute safety," his office said. The FAA hired most of its 14,800 controllers within a few years of a 1981 strike that ended when former President Reagan fired the strikers. Rep. Jerry Costello, chairman of the House subcommittee on aviation, said the FAA has failed to lay the groundwork to replace so many experienced controllers, and has caused early retirements by refusing to negotiate since 2006 on a new work contract. Costello, D-Ill., said the agency must get more controllers on the job, but any moves to lessen certification requirements will draw a congressional review, "if in fact that is taking place." Nationwide, about a fourth of air traffic controllers are in training, meaning they need on-the-job supervision, and the transportation department's inspector general says that may increase to 30 percent over the next four years as more new controllers are hired. Memphis has 62 controllers, 45 of whom are fully certified. The rest are in training, and up to 10 more trainees are expected next year. Though several of the older hands are likely to retire soon, Wallin said, the number of controllers deemed fully certified will increase after the job split. "They can go to Congress and say, 'Look, we fixed Memphis,'" he said. "'We now have 54 or 55 fully certified controllers, some in radar and some in the tower.'" *************** FAA Plan To Narrow Controller Training Draws Fire Tower, Or TRACON? Some Won't Be Trained In Both In a move intended to speed training as the agency faces a critical shortage of experienced air traffic controllers, the FAA plans to narrow the training requirements for personnel heading to Memphis and Orlando... a plan the National Air Traffic Controllers Association says could be dangerous. The Associated Press reports the FAA plans to end cross-training of ATC personnel in tower operations, and handling traffic at Terminal Radar Approach Control (TRACON) facilities. Previously, controllers spent time handling both... a move meant to increase controllers' understanding of both jobs, and how they inter-relate. But that added training takes time, which is something the FAA doesn't have much of as it works to replace controllers hired following the 1981 PATCO strike, who are now approaching retirement. The FAA also makes the argument controllers will handle their individual duties better when they can focus on just one job. "It's simply focusing their training to do precisely what they're going to be doing," FAA spokesman Paul Takemoto said. Not surprisingly, however, not all controllers agree. "It masks their staffing problems," said Victor Santore, regional vice president for NATCA. The controllers union -- which has been locked in a contentious battle with the FAA over a contract imposed in June 2006 -- says those lesser job duties will translate to reduced pay for controllers, to the tune of 4-8 percent in some cases. Fewer personnel will be available for emergencies, too, or to cover for workers out on sick leave. John Wallin, who heads the NATCA chapter in Memphis, maintains cross-training improves coordination between towers and TRACONs as they vector traffic over busy airports... and suggests the lack of such training could lead to problems. "Controllers who work in the tower will no longer have the experience that radar controllers have and that could lead to a disaster because they're not going to know what each other is doing," he said. The FAA has already ended cross-training at facilities near several larger airports, including Atlanta and Chicago. Attempts to restrict training in Miami and Philadelphia were scaled back, however, after Congress questioned the safety of such a move. Illinois Congressman Jerry Costello -- who serves as chairman of the House subcommittee on aviation, and is a frequent critic of the FAA's hard-line stance against controllers -- says any attempt by the agency to lessen certification requirements for new-hire controllers will face review by lawmakers, "if in fact that is taking place." Currently, about one-quarter of all air traffic controllers nationwide are in training... and that figure is expected to increase to 30 percent within four years. FMI: www.faa.gov, www.natca.org aero-news.net ************** NTSB ISSUES UPDATE ON BUSINESS JET ACCIDENT IN SOUTH CAROLINA The following is an update on the National Transportation Safety Board's investigation of a business jet accident on September 19, 2008, at the Columbia Metropolitan Airport in South Carolina. ACCIDENT SUMMARY On September 19, 2008, at about 11:53 p.m. EDT, a Learjet Model 60 (N999LJ) overran runway 11 while departing Columbia Metropolitan Airport (CAE), Columbia, South Carolina and destined for Van Nuys, California. Tire debris and portions of airplane components were found along the 8,600 foot runway. According to witnesses and initial information, the beginning of the takeoff roll appeared normal, then sparks were observed as the airplane traveled along the runway. Just after the V1 speed callout, at about 136 knots, the crew reacted to a sound consistent with a tire failure, however they were unable to stop the airplane before exiting the runway. The airplane continued beyond the runway blast pad and through the approximately 1,000 foot runway safety area while striking airport lighting, navigation facilities, a perimeter fence and concrete marker posts. The airplane then crossed a roadway and came to rest where it struck an embankment on the far side of the road. Evidence of a fuel fire began on the airport side of the roadway. The two crewmembers and two of the four passengers were fatally injured; the other two passengers suffered serious injuries. The aircraft was destroyed by extensive post-crash fire. SUMMARY OF NEW FACTUAL INFORMATION The first piece of tire debris was observed about 2,300 feet from the departure end of runway 11. Numerous other pieces of tire debris were located along the runway. Scarring of the runway surface by the left and right main gear tire rims was evident starting at about the 5,200 foot mark and continuing down to the end of the 8,600-foot runway. The marks led past the runway and through four rows of gravel at the bases of the instrument landing system antenna components. Approximately 150 feet past the end of the pavement, near the first set of lights, the main landing gear pistons and wheel sets with the brake assemblies were found. Both main landing gear (squat) micro-switches were found on the grass near the main landing gear. The wheel sets were found with very little rubber other than tire beads. The general bottom features of the brake assembly were ground flat and the bottom of the ground area of the assembly exhibits heat-bluing. The hydraulic lines had extensive damage. Preliminary examination of the right PW305A engine revealed that the accident exposed inlet guide vanes (IGV) and reference to a manufacturer's chart showed the orientations were consistent with high power at the time of impact. The thrust reversers were in the retracted/stowed orientations. Parties to the investigation include the FAA, Learjet, Global Exec Aviation, Pratt and Whitney Canada, TSB-Canada, and Goodyear. NTSB Media Contact: Peter Knudson, (202) 314-6100 peter.knudson@ntsb.gov ************* Feds issue pilots with more secure licences (Canada) OTTAWA -- Transport Canada has begun to replace every pilot's licence across the country after an internal report found the existing licensing system was at "high risk" for fraud and abuse. The new licences, in the form of a secure, passport-like booklet, are being issued beginning later this month to airline pilots and commercial pilots. By the end of 2010, the department will also replace licences held by private pilots, flight crews, air traffic controllers, flight engineers - even balloonists and glider pilots. The new document will now include a photo, which was not required with the existing licence, as well as other security features. The move follows a sweeping, 2006 report from the Canada Border Services Agency . Pilots' licences and related aviation documents were found to be "high risk" after the investigation considered the possibilities of counterfeiting and fraud. http://www.edmontonsun.com/News/Canada/2008/10/22/7160951-sun.html ************** Aircraft maintenance has $1-bn business potential in India SINGAPORE: Indian aviation industry may be going through turbulent weather, yet experts see a growing potential for the maintenance, repair and over haul (MRO) segment of the industry, with projected revenue of $1.07 billion by 2013. Many companies, including Boeing in a tie-up with the state-run Air India, have announced joint ventures in MRO business and others are waiting in the wings for the government to address some tax issues to jump into the market, the experts added. Speaking during an MRO Asia symposium here, C.S. Tomar, vice president of engineering and maintenance for Kingfisher Airlines, said the MRO market in the country was currently valued at $405 million with a potential for $1.6 billion by 2018. "It makes economical sense for us to set up an MRO facility," Sitham Nadarajah, vice president for technical development with Jet Airways, told IANS. "With volumes increasing, we will be looking at D-checks for narrow bodied aircraft like Boeing-737s." The D-checks are done on aircraft every four-five years, during which the aircraft is completely stripped, checked and then restored. With India's current fleet of 907 including helicopters, business jets and 395 commercial aircraft, it makes a business case for the MRO industry, the experts said, adding some issues remained to make it a more viable proposition. "To many, India is still a black hole and yet to be understood," said Bharat Malkani, chief executive of MaxAerospace, a leading private sector MRO provider since 1994, providing support to all the major commercial airlines and aircraft operators in India and the Middle East. With aviation infrastructure in the process of being ramped up, MRO providers said the high cost of entry into the Indian market, especially on account of high taxes, was proving to be the main barrier. They said if repairs, for example, were undertaken outside the country, it was not subject to service tax or value-added tax. Since India is still in the development phase of offering a good MRO base, most Indian airlines go abroad to get their aircraft maintained, they added. "We are being penalized for being Indian as we are charged taxes; companies abroad are not," said Malkani, whose engineering facility is located in Mumbai, supporting a variety of aircraft and components. Recently, Lufthansa Technik, one of the world's largest MROs that had tied up with the Hyderabad International Airport, pulled out, saying high taxes were making it too expensive for it to operate in India. "Taxation is a finance ministry matter," said R.K Maheshwary, deputy director general at industry watchdog in India, the Directorate General of Civil Aviation. Yet, things are moving in the domain. Recently, the National Aviation Company of India, the company that owns Air India, and the European Aeronautic Defence and Space Company, or EADS that owns Airbus, signed a joint venture agreement in the area. They have proposed that their 50:50 aircraft MRO centre at the Indira Gandhi International Airport in India's national capital with an investment of $40 million will start its operations from early 2009. http://economictimes.indiatimes.com/News_by_Industry/Aircraft_maintenance_ha s_1-bn_business_potential_in_India/articleshow/3627475.cms ************** Two Airplane Accidents in One Day (Indonesia) TEMPO Interactive, Jakarta:Two airplanes experienced accidents, in Makassar and Surabaya in less than three hours yesterday. Although there were no victims, the National Flight Safety Commission (KNKT) considered the two incidents as serious. The first accident happened at the Sultan Hasanuddin International Airport, Makassar to a Boeing 737-400 owned by Merpati. The plane, flying from Jakarta to Timika, Papua failed to take off at 10.40 Central Indonesia Time when one of its wheels burst. “The plane could not take off due to a flat tire,” said Merpati General Corporate Manager Purwatmo. The ZA-762 flight carrying 15 passengers and five crew to Papua had to be cancelled. Hardi, 40, a resident in Padang Sesere, Maros regency who witnessed the accident said, “The plane was leaning to one side when it tried to take off.” Around 14.02 Western Indonesia Time, a similar incident happened to a Wings Air plane flight number IW-8978 at Juanda Airport in Surabaya. One of its left wheels fell off seconds before landing on the runway. Wings Air spokespman Edward Sirait said the wheel fell off when the MD-82 plane was decelerating. “There were no indications of damage before landing,” he said. A witness said the wheel spun out of the runway. Jati, Juanda Airport Duty Manager said air traffic was disrupted for about ten minutes due to the incident. KNKT spokesman J.A. Barata said his commission has categorized these two accidents as serious incidents. “We have sent an investigation team to look into the causes of the accidents,” he said. Since July 2007, the European Union has banned Indonesia airplanes from fly over Europe. The ban is evaluated every three months and has never been withdrawn since. Last July, the EU said that the ban was extended because according to their assessment, regulators in Indonesia have not been inspecting the flights to the maximum. http://www.tempointeractive.com/hg/nasional/2008/10/21/brk,20081021-141356,u k.html *************** FAA Considers Crackdown on American Eagle for Flying Overloaded Planes Airline at Risk of Losing Ability to Self-Report Safety Issues to Agency American Eagle is in danger of being kicked out of a key safety program by the Federal Aviation Administration (FAA) because the commuter airline repeatedly flew overloaded, potentially unsafe planes, aviation sources tell ABCNews.com. As first reported on the Blotter, FAA investigators found at least 19 cases where American Eagle planes took off despite being overweight or improperly balanced. ABCNews.com has learned that in a separate case an American Eagle plane was improperly loaded with a 300 lb. metal maintenance staircase and four 50 lb. sandbags that were put into a plane's cargo hold as ballast. The additional items were not entered onto the plane's load sheet, which is used to calculate if a plane falls within federal weight and balance limits, according to documents obtained by ABCNews.com. One document indicates that the crew also left the stairs unsecured inside the hold, which aviation experts say could have endangered the plane. American Eagle Investigated for 'Weight and Balance' Violations, Sources SayTSA Snafu Grounds Nine Planes at O'Hare Field More from Brian Ross and the Investigative Team "This is a serious violation of FAA regulations," said Bill McNeese, a former FAA inspector and experienced pilot. "An unsecured metal object with sharp corners bouncing around in a cargo hold could compromise the flight characteristics of the plane." The pilot of the American Eagle flight, who asked not to be named, said he "had no idea" that the staircase was inside the cargo hold, and was "very upset" at the breakdown of the loading process. "This was a serious safety concern for me," said the pilot who took it upon himself to recalculate the weight and balance of the plane upon landing. The plane was found to be within the proper limits, despite the extra weight. The pilot later notified the FAA of the incident. In a similar incident, sources tell ABC News that a loading crew placed an unsecured three to four hundred pound metal pipe into a cargo hold as ballast. Sources say a forklift was required to remove the pipe from the airplane once it landed. American Eagle did not comment specifically on the two incidents when contacted for a response by ABC News. Flying outside the specified weight and balance guidelines can have disastrous consequences, experts say. The 2003 crash of a US Airways Express commuter plane in Charlotte, NC that killed 21 people was partly blamed by the National Transportation Safety Board on "inaccurate weight and balance calculations." At a recent meeting, the FAA official in charge of ASAP, Tom Longridge, agreed with the recommendation of two FAA investigators that American Eagle's participation in the program be discontinued, according to sources within the aviation community. When contacted by ABCNews.com, Longridge refused to comment on American Eagle's status. So far, the FAA has not announced any action regarding American Eagle's participation in ASAP. American Eagle said it was unaware of any change in its status, saying in a statement: "The FAA has told American Eagle that its ASAP programs are not in jeopardy." The airline said it is currently working with the FAA on new procedures to make its weight and balance systems "more accurate, consistent and user-friendly." http://www.abcnews.go.com/Blotter/Travel/Story?id=6083271&page=2 *************** Eurocontrol: first airlines obtain ADS-B airworthiness approval Brussels, Belgium - Air France, AirOne and Volkswagen, three of the 18 aircraft operators participating in project (WAPA) - "Air France, AirOne and Volkswagen, three of the 18 aircraft operators participating in EUROCONTROL’s ADS-B (Automatic Dependent Surveillance - Broadcast) Pioneer Airlines project, have become the world’s first airlines to obtain EASA’s (European Aviation Safety Agency) approval to use ADS-B in airspace not covered by radar. The airworthiness approval, covers Airbus, Boeing and Dassault airframes and allows ADS-B messages broadcast via 1090 MHz Extended Squitter to be used as the sole surveillance source for an air traffic control service. Currently Portugal, the Netherlands, Greece, Italy and Turkey are committed to implementing ADS-B in those parts of their airspace not covered by radar. The EASA approval is also valid in the Hudson Bay area of Canada where the ADS-B operational service will commence in November 2008. ADS-B relies on aircraft broadcasting their identity, position and velocity (both GNSS-based, Global Navigation Satellite System). This signal can be captured by receivers on the ground ('ADS-B out') or on board other aircraft ('ADS-B in'). ADS-B is recognised as an essential element in SESAR (Single European Sky ATM Research Programme) and in the FAA’s NextGen programme (Federal Aviation Administration). A Single European Sky Implementing Rule mandating the carriage of ADS-B from 2015 onwards will be published for consultation in the coming weeks. Similar rules are being developed in Canada, Australia and the United States. EUROCONTROL’s CASCADE (Co-operative ATS, Air Traffic Services, through Surveillance and Communication Applications Deployed in ECAC, European Civil Aviation Conference) programme co-ordinates the implementation of initial ADS-B applications in Europe. It performs trials, clarifies operational scenarios, drives the production of global standards and produces both safety and business cases, paving the way for operational approval. Implementation of “ADS-B out” is expected to start in Europe from 2009 onwards". (Avionews) http://www.avionews.com/index.php?corpo=see_news_home.php&news_id=1095558&pa gina_chiamante=index.php ************** Menzies sells aviation wing JOHN Menzies has announced it is to dispose of its aviation business in Hong Kong. Menzies Aviation (Hong Kong) Limited has been bought by Singapore Airport Terminal Services (SATS) for £1.3 million. The Edinburgh-based firm said it will use the proceeds to pay down debt and to fund its expansion plans for Menzies Aviation. John Menzies executive director Craig Smyth said: "It is always disappointing to exit a market where the team have tried hard to create a sustainable platform, but I believe this end will be better served by SATS." http://business.scotsman.com/industry/Menzies-sells-aviation-wing.4616129.jp ************** Eclipse to sell off DayJet aircraft Eclipse Aviation is selling 28 very light jets that previously belonged to Florida-based DayJet Corp. DayJet was the largest buyer of the Eclipse 500 jet until the air tax service closed its doors in September. Eclipse, based in Albuquerque, N.M., is the exclusive broker for the former DayJet planes. All the jets have accumulated between 150 and 450 flight hours and will be sold “as is.” The jets are branded with the DayJet interior colors. All the jets were serviced and maintained by the Eclipse Aviation service center in Gainesville, Fla. This year, Eclipse Aviation opened its northeast http://www.bizjournals.com/albany/stories/2008/10/20/daily19.html *************** FAA grounding Hawaii carrier Mokulele HONOLULU (AP) - The Federal Aviation Administration has asked Mokulele Airlines to cease operations until its cabin crews are given required training in the use of life preservers and fire extinguishers. A call seeking comment from Mokulele management wasn't immediately returned. The inter-island airline operates 56 daily flights to seven Hawaii cities. FAA spokesman Ian Gregor says the agency discovered during a routine inspection that Mokulele had failed to provide training that's required under the airline's operating regulations. The FAA asked Mokulele to cease operations Tuesday. Gregor says Mokulele may resume operations once it shows the FAA it has completed the required training. http://www.forbes.com/feeds/ap/2008/10/22/ap5587638.html *************** Upgrade of airports’ rating seen in 2009 (Phillipines) MANILA, Philippines—The Philippines may have to wait until next year to free itself of the stigma of noncompliance with global standards in air safety. Nine months after the US Federal Aviation Administration rated the country’s air safety system below international standards, the Civil Aviation Authority of the Philippines (CAAP)—formerly the Air Transportation Office (ATO)—has yet to complete the FAA’s safety compliance checklist to qualify for an upgrade. Under its International Aviation Safety Assessment program, the FAA downgraded the Philippines from a Category 1 to a Category 2 country in its rigid pass-fail scale because of air safety regulations, practices and personnel that fell below the standards of the International Civil Aviation Organization (ICAO). The Philippines could only return to Category 1 by passing an FAA re-audit. “It’s going to be a long and hard process,” CAAP director general Ruben Ciron told the Philippine Daily Inquirer in an interview last month. “We still have many problems because we are in transition, but there are many organizations who are helping,” Ciron said. “We are hoping that by July 2009, we [will] have been upgraded again to Category 1. The last time we were downgraded, it took two years for us to be upgraded again.” Transportation Secretary Leandro Mendoza recently told Senate reporters that the country had already “substantially complied” with FAA recommendations and that an upgrade may be expected by early next year. Asked how much of the requirements the CAAP had completed, Ciron said this week that the agency was still “recomputing” its compliance performance. Not yet ready Ciron said in the September interview that the CAAP had already “completed about 40 percent to 50 percent because we have already passed the law and we are already staffing the new CAAP.” Philippine aviation was supposed to undergo a separate and more thorough audit by the ICAO in November, but Ciron asked for a reschedule. The ICAO audit seeks to check the country’s compliance with global standards in safety, airport quality and navigational equipment, among others, according to Ciron. “We said we are not yet ready because CAAP is still in transition, so the next ICAO audit will be in October 2009,” he said. New aviation law In January, the FAA reverted the Philippines to its 1995 air safety rating of Category 2, placing the country alongside Bangladesh, Cote D’Ivoire, Ghana, Guyana, Indonesia, Nauru, Ukraine and Serbia and Montenegro (formerly Yugoslavia). The downgrade spurred stringent inspection of the US operations of locally licensed Philippine Airlines (PAL) and barred the flag carrier from expanding its operations in American states and territories. The CAAP, now a fiscally independent agency that will govern the Philippine civil aviation industry, sprang from the new civil aviation law upgrading the ATO. Long overlooked, the CAAP bill was signed into law in March following quick congressional action that started after the FAA downgrade. Backward practices The FAA had cited the country’s 1952 aviation law as the root of backward aviation practices, particularly regulations that cover crucial oversight functions, such as airworthiness, aircraft and pilot inspections. The new law still has to be fully implemented and the CAAP has yet to fulfill technical requirements in areas where the FAA found it remiss, a source privy to the compliance process told the Inquirer. Besides the creation of the CAAP, the aviation veteran said many of the FAA requirements were still on the to-do list. “They are doing it little by little. We don’t understand anymore if they want an upgrade or they want to remain in Category 2 forever,” the source said in an irked tone. Lack of manpower He said the critical areas of compliance, such as practices and personnel qualification for pilot licensing, airworthiness certification and aircraft and pilot inspection had yet to be achieved. Still problematic are the CAAP’s record-keeping, particularly documentation of oversight processes and plane and pilot records. In the source’s words, ICAO consultants working with the CAAP for months have become “very, very frustrated” with how the country’s officials have been handling the problem. The source said CAAP people had been dismissive of ICAO recommendations and questioned the United Nations agency’s authority to propose ways on how the agency might overcome the downgrade. In response, Ciron said in the September interview: “We consider their suggestions but it’s taking time because we have yet to finish manning CAAP. We are still short in people. We can’t rush this.” Such exasperation was apparent in comments that James Hooker, former chief of the ICAO flight safety consultancy panel for the Philippines, wrote in a document dated April 8, 2008. Foreign assistance Referring to the CAAP’s inspectorate branch, the heart of the agency’s safety oversight system, Hooker said: “It makes no sense at all to this writer to have hiring standards lower than what would be required for one to be a qualified inspector ... This is an across-the-board statement that encompasses all of the flight operations inspectorate.” Ciron said the agency was already recruiting qualified personnel, among them former airline pilots who would only need refreshers to get back in working condition. He said the CAAP had been working closely with the FAA to satisfy conditions for an upgrade. Aircraft makers Boeing and Airbus have also pledged to give technical assistance to pull up the country’s air safety rating. “In sum, foreign and local groups are assisting in [our bid for a] Category 1 upgrade. ICAO foreign technical consultants are with us now. FAA offered to train our team for a week in Washington ... With these we hope to attain upgrade in less than a year,” Ciron said. On Sept. 13, the CAAP sent a five-man team to the FAA headquarters in Washington DC for an orientation on Category 1 standards, Ciron said. The team was tasked to guide their CAAP colleagues into complying with the FAA Category 1 checklist. “When we are ready, we will request FAA to send a technical team to check our preparation. Then FAA will re-audit,” Ciron said. http://newsinfo.inquirer.net/inquirerheadlines/nation/view/20081022-167759/U pgrade-of-airports-rating-seen-in-2009 **************