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FSIM8900.1 VOLUME 3 GENERAL TECHNICAL ADMINISTRATION
CHAPTER 30 EMERGENCY EVACUATION AND DITCHING DEMONSTRATIONS
"Mini Evac" is a industry slang, the correct verbiage is partial evac.demo.
http://fsims.faa.gov/wdocs/8900.1/v03%20tech%20admin/chapter%2030/03_030_001.htm
It is a matter of semantics', it is called partial evacuating
read 8900.1
BLTA does not need 200 warm bodies. Since FAA have accepted the Partial evacuation as a demonstration, all they need to do is redo the evacuation with a new crew.
Dark Airplane, Flight attendants at their station, No passengers required, Evacuation command, "Evacuate" "Evacuate" "Evacuate" Start the clock, stop the clock and they are done.
FAA are only looking at the crew's performance, The so called failed event does not count since it was a mechanical failure.
Again the TERM Mini evacuation does not exist it is called partial evacuation.
For Equipment failure, the demonstration may be repeated after corrective action is identified to the FAA. A different group of passengers and crew members should be used in the repeat demonstration
http://fsims.faa.gov/PICDetail.aspx?docId=AT JTA 3.3.12 (OP)
AC25.803-1
PROVING RUNS
This is just a part of what needs to be done but it will give you some insight how complex the certification process is.
Qualified Operations Inspector.
a) Proving flights. A qualified Operations inspector is an inspector who, in order of preference, is:
· Aircraft type-rated and current,
· Aircraft type-rated and not current, or
Indicates new/changed information.
· An aviation safety inspector (ASI)—Operations, type-rated in an aircraft within the same group (group I or II) being used in the proving flight and in possession of a “Best Qualified” letter of authorization (LOA), (see subparagraph 3-2378A4)).
b) Validation flights. A qualified operations inspector is an inspector who, in order of preference, is:
· Aircraft type-rated and current,
· Aircraft type-rated and not current,
· Aircraft group qualified, or
Indicates new/changed information.
· An ASI in possession of a “Best Qualified” LOA, (see subparagraph 3-2378A4)).
Indicates new/changed information.
NOTE: For validation testing (with the exception of FAA SAO specialists conducting an international validation test), the qualified operations inspector must be familiar with the testing being conducted. For ETOPS validation flights, the qualified operations inspector should be type-rated (not necessarily current) in the specific aircraft, or type-rated in another multi-engine ETOPS-approved aircraft, and be thoroughly familiar with the ETOPS requirements. See Volume 4, Chapter 6, Section 2 for details regarding ETOPS validation flights.
2) Dispatch-Qualified Inspector.
a) Proving flights. A dispatch-qualified inspector is an inspector who, in order of preference:
Indicates new/changed information.
· An ASI-Aircraft Dispatcher (ASI-AD) assigned to the CHDO with oversight responsibility of the operator, and who is familiar with the operator’s aircraft dispatcher training program and dispatch procedures.
· An ASI-AD located in the region in which the operator’s dispatch, flight following, or operational control center is located.
· An ASI-AD from the Flight Standards National Field Office (AFS-900).
· An ASI-AD from the Air Transportation Division (AFS-200).
· An Air Carrier Operations Inspector (ASI-AC-OP) who holds an FAA Aircraft Dispatcher Certificate, has attended FAA Academy (AMA) Course 21047, Aircraft Dispatcher Functions for ASIs, has oversight responsibility of the operator conducting the proving flights, and is familiar with the operator’s operations manuals, including the manual containing the aircraft dispatcher training program and aircraft dispatcher procedures.
NOTE: The CHDO must follow the order of preference. If an individual named in the first bullet is not available, see the second bullet. If the individual named in the second bullet is not available, see the third bullet, etc.
b) Validation Flights. A dispatch-qualified inspector is an inspector who meets the requirements contained in subparagraph 3-2378A2)a) above. For part 121 tests, the team composition selection process should include an ASI-AD from AFS-900.
3) For all in-flight scenarios conducted during proving flights, a qualified operations inspector must be present in the aircraft. A cabin safety inspector (CSI) should serve as the focal point for all in-flight scenarios involving Flight Attendants (F/A). For flights involving repositioning of inspectors for proving or validation ground scenarios (i.e., flights that do not include in-flight scenarios), a qualified operations inspector does not need to be onboard the aircraft, provided the flightcrew is type-rated, current, and has completed all training requirements, as applicable for the type of operation. Such flights are considered incidental to the proving/validation tests and considered advantageous to both the FAA and operator.
4) If a qualified operations inspector is not available within the CMO or FSDO, the office manager will request assistance in locating a qualified operations inspector from the regional Flight Standards division (RFSD). The RFSD will first try to locate a qualified operations inspector within its region, and, if necessary, look outside its region. The Flight Activity and Crew Tracking System (FACTS) database can be a useful tool in locating such inspectors. The RFSD may also request the assistance of the Flight Standards Inspector Resource Program (FSIRP) office in obtaining a qualified operations inspector. If the FSIRP office determines that the FAA does not have any qualified operations inspectors who are type-rated and current or type-rated and non-current, then the FSIRP may issue a “Best Qualified” LOA for an operations inspector current on a similar type aircraft within the same group, and valid for a period of time sufficient to complete the operator’s proving test.
NOTE: All LOAs must be initiated by the RFSD, be approved by the FSIRP office, and be electronically forwarded to the inspector through the Air Carrier Operations Division (AFS-200) for parts 121 and 135, or the General Aviation Division (AFS-800) for 14 CFR part 91 subpart K (91K). This can be accomplished by electronically carbon copying the applicable division when sending the LOA to the inspector.
5) For unique situations in which an operator must conduct proving flights in an aircraft with only one jump seat and no passenger seats (e.g., cargo-configured aircraft), a qualified operations inspector must conduct all in-flight scenarios. The principal operations inspector (POI) should thoroughly review the applicant’s proving test plan to ensure that all FAA disciplines have the opportunity to conduct sufficient testing. Other forms of testing can be accomplished by tabletop demonstrations and preflight or postflight scenarios. Any other unique proving flight situations may require a waiver; such requests should be forwarded to the RFSD for concurrence and further forwarded to AFS-200 (for parts 121 and 135) or AFS-800 (for part 91K) for approval.
6) All FAA participants conducting the proving test must review the carrier’s operation, operations manual, and the proving test plan in order to report deficiencies in any of these areas. It is desirable to have the POI included as part of the in-flight proving test team, but on space-limited flights where the POI is not the qualified operations inspector, the qualified operations inspector should have seating priority in order to facilitate the in-flight scenarios.
7) Once the qualified operations inspector has completed the in-flight scenarios associated with proving flights, the avionics and maintenance inspector should have an opportunity to observe normal flight deck operations from the flight deck jump seat. When an avionics or maintenance inspector is occupying a flight deck jump seat, no in-flight scenarios may be conducted. The additional inspector observations should be planned so additional flight segments are not required of the operator.
B. Predemonstration Test Briefing with Applicant. The CPM conducts briefings with the applicant daily, or as necessary to establish what the test team expects the applicant to accomplish during each proving test. Briefings should include at least the following items:
· Purpose of the proving test,
· Status of the inspector in the jump seat,
· Status of the onboard team of inspectors (they are treated as passengers),
· Changes in status of passenger to FAA inspector when an FAA credential is revealed,
· Procedures for initiating simulated scenarios, see subparagraph D1) below, and what action is expected from the applicant,
· Procedures for reacting to an actual emergency during the proving test,
· Copies of flight plans, load manifests, and other documents that are expected and that should be provided,
· Procedures for treating or terminating maintenance discrepancies, and
· Debriefing at the conclusion of each day unless major problems require it sooner. (Major discrepancies must be resolved before the proving test may resume the following day.)
NOTE: For part 121 applicants, detailed guidance on scenario development, briefings with applicants, and proving flight protocols, see Volume 10, Chapter 6, Section 2, Certification Process Document.
C. Proving Flight Protocol.
1) Inspectors may play the role of a passenger, and in such cases must conceal their FAA Form 110A, Aviation Safety Inspector’s Credentials, from view. The operations inspector assigned to the flight deck is always in an inspector role.
2) Inspectors observe normal and routine operations, such as preflight duties, carry-on baggage, correct announcements, briefing of passengers at emergency exit seats, and/or crew signals.
3) Inspectors use Proving Flight Test Scenario Worksheets to document the results of each scenario.
4) Inspectors perform as passengers in “real life scenarios,” and should act the part, see D1) below.
5) Inspectors should discreetly communicate with each other when a scenario is about to begin.
6) Inspectors should not touch or operate any emergency equipment onboard.
7) Company personnel and/or inspectors should not actually position engine controls, switches, etc. to initiate, or in response to, a scenario.
8) In the case of emergency equipment malfunction scenario, a note will be taped to the equipment, a note given to the crewmember, or the inspector whose FAA Form 110A is visible will verbally inform the crewmember.
9) One inspector will be assigned to end each scenario. This information should be included on each Proving Flight Scenario Worksheet.
10) If an actual emergency situation occurs, the scenario will be terminated.
11) Do not discuss scenario results with the applicant. The test team will discuss the results of each scenario as a team at the end of the day, and then the applicant will be briefed.
12) Crewmembers should use a copy of an actual aircraft logbook page to record scenarios.
13) The CPM (or designee) carries the flight schedule, crewmember names, scenario worksheets, and cards, and coordinates with the inspectors onboard. In the event the CPM (or designee) cannot be onboard for a particular day, he or she will designate another team member to act in that capacity.
D. Determining Applicant Competency.
1) The FAA test team may initiate a scenario using any of the following methods:
· A note containing specific instructions handed to an employee,
· A “passenger” engaging in some activity, or
· Verbal instructions given by an FAA inspector who is holding his or her FAA Form 110A where it is visible.
NOTE: In some situations, it is impractical to hand the applicant a note or give him or her verbal instructions, such as in scenarios where a passenger stands up while the aircraft is taxiing, appears to be intoxicated, or uses a cell phone prior to takeoff. In order to test the F/As’ knowledge and ability to follow procedures, these types of scenarios should be acted out. It is up to the team to determine how each scenario is presented.
2) The test team’s plan for inspecting and evaluating an applicant’s competency during the en route segment should include scenarios and other testing mechanisms designed to test the effectiveness of the applicant’s:
· Flightcrew,
· Cabin crew,
· Airport/station facilities,
· Operational control, and
· Company procedures.
a) Flightcrew. The test team evaluates the competency and ability of the flightcrew throughout the en route segment. Examples of areas to inspect and evaluate are:
· Flightcrew qualification,
· Aircraft performance (including flight characteristics),
· Aircraft Flight Manual (AFM) limitations,
· Aircraft normal, abnormal, and emergency procedures,
· Aircraft systems and equipment,
· Airport data (including knowledge of required runway lengths, field elevation, facilities, and gates or parking areas),
· Flight management and cruise control,
· Company manuals and procedures,
· Crew discipline, situational awareness, and crew management,
· Crew vigilance and collision avoidance procedures,
· Knowledge of en route structure, long-range navigation (LORAN) procedures (if applicable), and unique en route and area-of-operation requirements,
· Knowledge of MEL and Configuration Deviation List (CDL) procedures,
· Knowledge of, and competency in, departure and arrival procedures,
· Air/ground communications with the company and also with air traffic control (ATC),
· Check airman/check pilot performance and effectiveness,
· Adequacy of aircraft training program as demonstrated by the flightcrew,
· Cabin crew and passenger briefings,
· Knowledge of security requirements and procedures,
· Crew Resource Management (CRM), and
· Communication and coordination with station personnel.
b) Cabin Crew. The test team evaluates the cabin crew competency and ability during the en route segment. Examples of areas to inspect and evaluate are:
· Competency in all normal procedures associated with their assigned positions,
· Knowledge of emergency procedures (including evacuation, fire fighting, pressurization problems, passenger illness or injury, baggage in the cabin, and exit seating),
· Knowledge of applicable manual procedures pertaining to duties and responsibilities,
· Knowledge of procedures to follow when a crewmember is incapacitated,
· Knowledge of verbal and non-verbal communication procedures between the cabin and cockpit (such as the number of chimes indicating imminent takeoff or landing),
· Training program effectiveness, and
· Cockpit coordination (including crew and passenger briefings, communication and coordination with station personnel, CRM, and knowledge of security requirements and procedures).
c) Airport/Station Facilities. The test team determines whether the airports and the applicant’s station facilities are adequate to support the specific aircraft and type of operation proposed by evaluating, at a minimum:
· Runways and taxiways,
· Runway and taxiway lighting,
· Approach lighting,
· Navigational Aids (NAVAID),
· Gate, ramp, and loading area conditions (such as markings, congestion, and lighting),
· Station operations manuals, maintenance manuals, and facilities,
· Ground crew qualifications and training (if applicable),
· Passenger enplaning and deplaning procedures,
· Baggage and cargo loading,
· Aircraft fueling and servicing, and
· Gate arrival and departure procedures and equipment.
d) Flight control, dispatch, flight-following, and flight-locating centers. At applicable locations, the FAA test team evaluates and inspects:
· Flight planning,
· Dispatch, flight release, and flight locating procedures,
· Airport and route information collection and dissemination,
· Driftdown and diversionary procedures,
· Weather information collection and dissemination,
· Dispatch and flight control personnel competency,
· Communications capability within the company, with the aircraft, and with other agencies,
· Load control (for example, the accuracy of the passenger count and the ability to convey weight and balance changes to and from the aircraft before takeoff),
· Scheduling,
· Flightcrew duty and rest time,
· Manuals,
· High minimums captains,
· Maintenance control (procedures and records),
· Flightcrew briefings,
· Air transportation supervisor (part 121 Domestic/Flag only) competency check for initial check dispatcher (as applicable), and
· Initial check dispatcher (part 121 Domestic/Flag only) competency check on initial cadre dispatchers (as applicable).
NOTE: The utilization of a dispatch-qualified inspector ASI-AD is recommended.
e) Company procedures, programs, and interfaces. Examples of company procedures, programs, and interfaces to inspect and evaluate are:
· Aircraft operations operational control,
· Ground operations and maintenance personnel,
· Fueling facilities and equipment,
· Security (public protection and restricted articles),
· Adequacy of training programs,
· MEL and CDL procedures,
· Procedures for accomplishing unscheduled and scheduled maintenance,
· Hazardous materials (hazmat),
· Ability to conduct operations at unscheduled stops or alternate airports,
· Adverse weather requiring coordination between dispatcher/flight follower, pilot, and F/As,
· Aircraft Accessibility Act compliance,
· Carry-on baggage, and
· Exit row seating.
What you state is totally bogus, Evacuation demonstration will and can not take place before Table Tops,
The order it is done in is;
1. Conformity
2. Table Tops
3. Emergency Evacuation & Demonstration
FSIM 8900.1 Volume 2 Chapter 30.
There are no Fee associate with it and the "mini evacuation and ditching demonstration" does not exist.
It is a plain Evacuation and Ditching Demonstration, each event will require a separate form.
The event is timed, the time is calculated based on installed seats, the passenger demographic is very carefully planned, a certain % have to be over 60 yrs. of age and a set % have to be children, plus a life size "doll" that have to be carried out.
Every CPM (Certification Project Manager)will have their own idea on how to get it done, when time starts and when time finish, in addition some CPM are allowing sneakers other not.
This is a test on the cabin crew, how they handle the situation, Briefing Passengers, know their positions, open doors slides etc.
I agree with you 100%, this is as close as you can get a sure thing. BLTA has two major events before they are done, emergency evac demonstration and proving runs, after that it is a cake walk, OPS SPECS and certification. I should at the end of next week have my million shares.
I would agree with you IF the company was generating revenue, then the chart would have some validity. As of now there is nothing to go on except rumors.
I spoke to a senior Manager and they are seeing the light at the end of the tunnel.
NOT a big deal, none issue. FAA publish the MMEL http://fsims.faa.gov/PICResults.aspx?mode=Publication&doctype=MMEL
Each operator will download the airplane type MMEL and compare it with the actual equipment on board the aircraft. The operator will then adjust the MMEL so it matches the aircrafts actual equipment. In the beginning of the MEL there should be a company statement and sometimes an Individual Maintenance Inspector want the operator to use specific language that FAA Inspector prefer.
The process of correcting Manuals are very fluid and usually goes on indefinitely. There is an ongoing process of Manual revisions due to various reasons. They can be new FAA mandates, manufactures mandates and change of procedures or the operator feels that a specific procedure does not work they way they expected so they change it.
There are two sorts of MEL's a Fleet MEL which will cover the whole fleet IF each aircraft is identical, or an Individual MEL for each airplane. In this case I think BLTA wants a fleet and leaving options in that they do not have, FAA can be stingy when it come to that. (Just speculating,not a fact)
You have to look at the people selling, they do not understand the complexity of starting up an airline, they are trading on the 10th of the upside. Very few on the OTC have patience to wait this out, selling now is totally foolish. I keep buying..
BLTA are already in Certification and just finishing up. I guess you mean complete certification and start revenue operation. This stock has nowhere to go but up.
I think this is a winner, IF BLTA does not have any hiccups the first 90 days this will be a winner. I am in with a million shares and I will buy more on the drops.
I was just approached by another an investment group to do the FAA/DOT work for them for a similar operation but not the same destination.
I would agree with 100%, the day traders that trade on the 10th is just plain stupid, what are they trading on? nothing, no data at all.
As for crapshoot; If BLTA have a successful launch and good three first months, no cancellation, no Maintenance issues etc, they will do good. and I think they will.
You know, there is always an IF....
I set up an AQP program once, with one airplane and less that 10 pilots(my guess) it is impossible, I doubt that they will get a warm up sim. Their training program with this small operation is old school. (i.e cheep)
I got to admit that's funny.
BLTA are not AQP, so the check ride will be roughly a 2hr. event, in this case it will be a PC or Proficiency check. I don't know how many pilots they have but if their Sim training ended in July they have 6 months plus or minus one month, i.e. early grace (5 Month)Grace Month (6 months) or Late grace in this case it would be (January 2015 if my math is correct)
Scheduling a flight simulator is not always easy, pending availability, I have no idea, how busy Kalitta simulator is.
Since BLTA is under certification OPS Specs have not been issue, however, sometimes FAA issues a provisional OPS SPEC for contract training A031.
Training are always strategically planned with a start up operations, Usually the training is planned so the pilots are ready to go close to proving runs.
Its not that easy, Since this is a initial cadre of pilots they have to go through company basic indoctrination usually 40 hours,
initial aircraft systems training 80 hours and 40 hours in the simulator, this is usually dived in half since they have a pic and sic in the aircraft.
The conformity inspection is most likely done, PC's or proficiency check is only good for 6 months, the initial pilot group is already proficient (good for 6 months)
The initial pilot cadre is not easy to get, you need very qualified guys for the proving runs, that are not many of those guys around specially on 747-200. FAA will not allow an operator to borrow pilots either.
Hey it is a crapshoot, they may or may not, I just think they will refuse to give up after,(I think it is 18yrs!)
The odds here is better than buying a lottery ticket, I all the speculation prior operation is fruitless, either they start or don't, if they don't well we all lost some, if they start we might make some.
Knowing some people on the inside, I am betting they will start operating. 6 months after the initial pilot training, the pilots must go back for a 6 month proficiency check. and a 90 day landing currency. BLTA are aware of this so they would not have started training, spending the cash with pilot sitting.
Hey don't kill the messenger, I really don't care about the current share price, I bought mine at a good price. Trading and selling on 10th on a upside or downside is just plain dumb.
This company is not up and running, I buy and hold until the first quarterly report, If you play the 10th on this penny stock you are wasting your time.
I will accumulate 1 million shares before the first quarter, then we will see if I lost some or gain some.
I just spoke to a flight Ops guy at BLTA, there will be some good news end of this week. The Emergency Evacuation Demo will be completed within a few days, the proving runs are scheduled, FAA has a team in place with appropriate travel visas.
We are getting closer to revenue flying, I keep buying until I have a million shares, getting close.
What really matters is the first quarter earnings, then we know if this bird will fly...
Until then,, nothing matters.....
People's Express no longer operates, they were subbing out to Vision airlines. they ceased all operations last week.
Thanks Lt,
It sound s like most of these anti BLTA individual have no clue what it takes to get an airline of its feet.
So you want to know how I know, because I am in the airline business and in the process of getting an air carrier certified, also if you have not follow Washington and Obamas cuts to DOT/FAA, limiting the travel budget for FAA, and followed the Russian "intrusion" in Ukraine, and the consequences. This is not under BLTA's control, if it was, they would be flying months ago, it is also not in their best interest to start a fight with FAA. (Try to guess why not.)
Let me clarify, I know of 22 aviation companies that have filed what is called a PASI, Pre Application Statement of Intent. (If you do not know what that is just google it.)
I can only guess how many more in US that are waiting, I am talking about FAR 121, FAR 125, FAR 135 FAR 141 FAR 142 and FAR 145 operations, plus several FAR Part 91K operations so I am sure the numbers are closer to 100 companies. FAA is putting most of them on hold due to man power.
If you do not understand the intricate and complexity of an airline operation you should not invest here.
Why in the world would they do that, is it not smart to PXXX OXX the Feds. This is just part of the process, when FAA is good and ready they will move fwd.
I know this because I am in the same boat with another company that I am doing the FAA certification on. I am waiting for FAA support, this is what holding me back and holding BLTA back. However, BLTA looks like they have their support resolved and are receiving what they need from FAA.
FAA support is what holding everyone back, I know of 22 companies that are being held back by FAA due to lack of Inspector support.
If you just knew how hard it is you would not make that statement. BLTA made some mistakes initially, but the group that have in place now know what they are doing. BLTA are close to the finish line.
They have an obstacle with the proving runs, and it is not their fault, this is totally on FAA, they need to find an Inspector that is certified in the B747-200 and have the government employee passport (red) for completion of the proving runs.
I just finished a project for a charter airline we had a 4 months delay before we could get an inspector that was available and could fly to Mexico.
I remember when MaxJet and EOS started a few years back. They went through a whole slew of "Ops people" before they got it right.
That's not what I am saying, I am saying that it would be interesting to see what the first quarterly report will state once the company is flying revenue flight.
As for the rest you know very well that 99% of the traders trade on emotions and not data...
I would agree with you. Once Baltia start revenue operation and we receive the first quarterly statement we will know if the loads are there and they meet or exceed the projections.
If they do, there is a ton of cash to be made here.
Where do you think this stock will end up if the load are equal or higher than projected? I see an easy $5/share
I have done some consulting work in the past.
To answer the other post, I do know some people out there but I am not going to ask, that just would not be right.
The team that BLTA currently have in place should not have any problems finishing this up. They are pretty good.
The start up airlines are running into technology problems,you get some highly experience guys, but they are old and have not been around the "new wave" of EFB/IPADS, SMS, ATOS, AQP,ASAP etc. If you are used to do everything on paper it is hard to become a FAA techno geek.
The other problem is FAA is coming up with a whole slew of technological program that the FAA Inspectors do not understand, hence they require paper copies.
This is the most regulated industry in the world, and it is a daunting task to start an airline today. Just finished a Training program for an airlines and the paper version ended up being 1600 pages, that is just one manual. The POI must read every page and accept it before he issues an approval. An airlines to day usually end up with something of 17 to 21 manuals.
Good point, let me try to clary the process.
I have complete 8 certifications in my life from scratch, I have worked with FSDO's that finished in 6 months and I worked with other FSDO (Flight Standards District Office) for the exact same certification and it took 6 years. Usually this is due to the laziness of FAA.
There are some really good FSDO's out there and some are totally useless. It come down to how strong the CPM is(certification Project Manager), Usually a very experienced FAA Inspector.
Phase II is nothing more than a meet and great, FAA meets the player and discuss the process.
Baltia made a mistake by using DTW FSDO, with their operation in NY JFK. There are and have been several travel restrictions for FAA, just read the paper, this will slow down the process tremendously. These Inspectors have other outfits that they are controlling and it can become a scheduling nightmare.
To me it sound like the initial Baltia management cadre was very in experienced and the deliberation of FSDO was not vetted fully.
The Choice of DTW was made most likely due to the presence of Kalitta Air. Connie supplied their training, aircraft and parts.
FAA will not let you proceed to phase 3 without completing phase 2
Phase 2 was completed a long time ago.
http://fsims.faa.gov/PICDetail.aspx?docId=8900.1,Vol.2,Ch3,Sec2_SAS
Phase 3: Performance Assessment
Performance assessment is the ATOS function that helps ensure operational safety. During your demonstration events, inspectors use the Element Performance Inspection (EPI) data collection tool to collect information that will be used by the Certification Project Manager (CPM) to affirm that your process design is being followed and that it produces the intended results.
During the Performance Assessment phase, you must:
1.Confirm your operational readiness for this phase by conducting an internal safety assessment of your operating systems, using your company's audit procedures and documentation. After you ensure that all concerns found during the internal safety assessment are successfully addressed, you submit the results of the audit to the CPM.
2.Complete an aircraft conformity evaluation as described in FAA Order 8900.1 Volume 10 Chapter 6 Section 3. The purpose of an aircraft conformity inspection is to verify that your aircraft conforms to its type design and is in a condition for safe operation. Your role is to: ?Notify the CPM of aircraft availability at least 10 working days prior to the proposed aircraft evaluation and forward the completed aircraft configuration control job aid (or equivalent) and aircraft information form to the CPM for the aircraft conformity evaluation.
?Submit a letter of corrections to the CPM if there are discrepancies found during the conformity evaluation. The FAA must confirm that you have corrected discrepancies before proving tests are conducted.
?Update the schedule of events, if required.
Refer to CPD step 3.4 and the Aircraft Document Requirements List, Figure 10-67, in Order 8900.1 Volume 10, Chapter 6, Section 2.
3.Prepare for the demonstration of your proposed operation. Your role is to: ?Submit plans for a demonstration emergency evacuation, ditching, and proving test.
?Submit a request for a letter of authorization (LOA), in accordance with part 119.33(c), for demonstrating appropriate operations under part 121. Make this request at least 10 business days before any aircraft flight demonstration.
?Submit draft Operations Specifications.
4.Complete tabletop exercises. Refer to paragraph 10-440 in FAA Order 8900.1 Volume 10, Chapter 6, Section 2. The purpose of this step is for the FAA to determine if your system processes and personnel perform at a level that justifies conducting proving tests. Your role is to: ?Conduct the tabletop exercise with the certification project team and discuss the results of each scenario.
?Make corrections to your system design and/or correct personnel performance issues before beginning proving tests.
5.Conduct evacuation/ditching demonstrations, as required. Refer to CPD Step 3.5 in FAA Order 8900.1 Volume 10, Chapter 6, Section 2.
6.Conduct proving tests. Proving tests begin only after all Gate III requirements are met. Refer to paragraph 10-441 in FAA Order 8900.1 Volume 10, Chapter 6, Section 2.
FAA team members will report their observations during these activities on the Element Performance Inspection (EPI) data collection tool. The CPM will analyze that data and make an assessment about the performance of an air carrier system. In the past we focused on finding what was wrong with the way the system was performing; the focus now is on what is right and what is working well. We will continue to identify deficiencies; but we are assuming that the system process, if it is well-designed, should be performing the way it was intended and producing the desired result.
There are four categories of ?performance affirmed.? See Table 10-4 of Order 8900.1 Volume 10 Chapter 2 Section 10. The CPM must be able to affirm the performance of each applicable Element in one of these categories before you can move to Phase 4 ? Administrative Functions.
Phase 3 ends after the successful completion of the proving tests.
As a whole I think Baltia will be successful;
1. Route choice is excellent
2. Politically connected in Russia
3. Aircraft choice, poor, cheap to buy expensive to operate, high fuel cost, lack of parts. a B767 300 would been better.
I can see this stock be well over $5/share 6 months into their operation, provided there are no catastrophical events
Yes it is true, BLTA are not up and operating, so what are they doing?
Manuals are complete
Pilot Training Complete
F/A Training Complete
Dispatch Training Complete
Maintenance Training Complete
Just now they are doing in house table tops, i.e dry runs in a conference room. Table tops are to test the system, Next step will be to demonstrate table tops for FAA, this usually takes one day. Once that it is complete they will conduct proving runs Minimum of 25 hours, testing the system in real time, FAA will simulate events, and make the company respond according to their written procedures.
Proving Runs are scheduled in Mid October, pending FAA inspector availability.
Once proving runs are complete an Air Carrier Certificate will be issued, the company can start revenue flights the following day if so desire. My guess is that once the Air Carrier certificate is issued the marketing department will pick an inaugural date and start selling tickets.