Radio and Radar Communications

Hi Readers: In flying, our radio and radar communications are all-important - a necessity from the beginning - to get from one point to another - from departure to arrival safely. This includes our use of radar navigation en route - some a convenience, others a necessity.
These radio and radar communications originate from a broad spectrum of frequencies (electromagnetic waves) broadcast and received by Transmitters and Receivers from a Low frequency (100 Khz) through MF, HF, VHF, UHF, SHF, and to EHF (Extremely High Frequency at 100 Ghz). If you've forgotten, Kilo is one thousand, Mega is one million, Gigga is one billion - and, of course, "Hertz" is the ICAO designation for cycles/second. These frequencies in the U.S. are assigned by the Federal Communication Commission (FCC) in collaboration with the International Civil Aviation Organization (ICAO).
In the very beginning, whether a local or X-C flight, we must necessarily contact a Ground Control, a Tower, or FSS to get departure instructions, and by regulation we must use the assigned frequencies. Normally, Towers and FSS's are assigned VHF frequencies (118+ Mhz). These frequencies can be found for any airport designated by the FAA. Ground Control frequencies are also in the VHF range, 121.66 to 121.9 Mhz.
En Route, we should expect to communicate with VORs and VORTACs (108-118 Mhz); or use GPS on 1215-1240 Mhz; or ARTC as assigned, perhaps NDB on 190-535 Khz; or LORAN C at 100 Khz; Mode S radar at 1030, 1090 Mhz; TCAS at 9660-1215 Mhz; and ARSR at 1215-1400 Mhz.
On Descent and Approach we'll use ILS Localizer on 108-112 Mhs (VHF) and Glideslope on 328.6 - 335.4 (UHF). And then back to the Tower and Ground Control frequencies. All of these communication frequencies have to be known and used, as needed, by the pilot. The emergency frequency is still 121.5 Mhz.
UNICOM (No Tower or FSS) uses CTAF (Common Traffic Advisory Frequencies) of 122.7-123.0 Mhz. Other communications frequencies designated by the FCC are air-to-air and private airports on 122.750 and 122.850 Mhz; air-to-air GA Helicopter communications on 123.025 Mhz; and Aviation Instruction, Glider, and Hot-Air Balloon operations in the 123.300 Mhz range.
Other Airborne frequency assignmentss are Microwave Landing Systems (MLS) used by DOT, DOD, and NASA are 5000-5150 Mhz, with DME at 960-1215 Mhz; Airborne Weather Navigation Radar at 9300-9500 Mhz; Airborne Radar Altimeter at 4200-4400 Mhz; and Precision Approach Radar (PAR) used by the Military at 9000-9200 Mhz.
Large Ship Radar at 2900-3100 Mhz and above; Amateur Radio (HAM) at 1800 Khz to 250 Ghz, and Space Communications at 2290-2300 Mhz are of interest to many users.
Surface frequencies of interest, also, are AM Radio 535-1700 Khz; FM Radio 88-108 Mhz; Short Wave Radio 5.9-26.1 Mhz; CB Radio 29.96-27.41 Mhz; Television 54-88 Mhz and 174-220 Mhz, depending on the Channel; Cordless Telephones 40 to 50 Mhz; and Cell Phones at 824-849 Mhz.
As the need for air travel and the increase of airplanes in the airspace appear, the lack of available radio frequencies may become a stumbling block in operations as early as 2005. The demand for assigned frequencies is getting beyond the supply. A log-term digital plan seems to be the best option for the future.
Thanks for listening. R.S.

November 2007 Aircraft accidents/Incidents

Hi Readers: There were 65 accidents and two incidents for November 2007 as reported by NTSB (No accidents were reported for 11-17, 11-19, 11-24, 11-26, 11-29, and 11-30). The 65 accidents and the two incidents occurred in the Continental U.S., and 3 accidents occurred in foreign countries. There were 26 fatal accidents accounting for 52 fatalities (the 3 foreign accidents accounted for 9 fatalities). Alaska squeezed by this time with one Cessna non-fatal accident, with 2 serious injuries - an instruction flight, striking trees on an approach during dark night conditions. One incident involved a Delta Air Lines B-737 sustaining minor damage when the tire tread on the right outboard wheel separated and struck the airplane during takeoff from Phoenix Sky Harbor airport. The other, a UPS Douglas DC-8, experienced smoke in the cockpit from the lavatory area.

There was one mid-air collision - a Cessna 182A and an American Champion7GCBC collided at 1,500 ft msl over commencement Bay, Tacoma, Wa., the C-182A severing the Champions vertical stabilizer from above, the Champion then losing directional control and crash landing in the Bay. The Cessna landed successfuly. A taxiway collision occurred when a Cessna 208B collided with a Beech 18S at Opa LOcka, Fl. Both, cargo flights were taxiing to a refueling farm, neither pilot seeing the other airplane.

There were 5 non-injury and one fatal Helicopter accidents - a Bell 206A hard landing on a post-annual flight check, a Bell 222 when a wind gust forced the main rotor blade into the left vertical stabilizer fin and tail boom during engine start, a Hiller UH-12E involving inflight separation of a control rotor during an aerial application flight, a Robinson 22B touchdown in a left yaw during an instruction flight, and a Roloway Exec 162F impacted terrain in an emergency following a high frequency vibration in the main rotor blades. All incurred substantial damage. The fatal accident occurred when a Hughes 269C impacted the terrain, killing the pilot.

Once again the fatal accidents fuel the safety bin, indicating what we'll have to work on to prevent aircraft accidents. Taking the foreign accidents first, a Brazilian Learjet 35A crashed in a residential area of Sao Paula after takeoff, in daylight, incurring fatal injuries to the crew and 6 individuals on the ground, as well as 2 injuries on the ground. A French registered Piper PA-32R impacted terrain in daylight, under unknown circumstances, killing the pilot. A registered Mexican Cessna 208B experienced a forced landing following a loss of power on climbout. The Commercial pilot and two passengers were seriously injured, while 12 others sustained minor injuries.

There were 9 accidents involving the Cessna aircraft. An airline transport pilot departed Redding, Ca. on a day business x-c flight in a Cessna 340, 55 minutes later seen climbing out of a fog layer, heading into rapidly rising terrain at full power, clipping the tops of trees and impacting terrain. The pilot and two passengers recived fatal injuries. A Civil Air Patrol Cessna T182T was destroyed when impacting mountainous terrain at 7,200 ft msl below Mt. Potosi (8,514 ft msl) 24 miles SW of Las Vegas on a x-c flight to Rosamond, Ca. Both air transport pilots were fatally injured. VFR dark night conditions prevailed. A Cessna T210, on a night x-c flight, struck power lines on approach to R/W 19R to Jones airport near Tulsa, Ok. The weather was VFR, and an electrical problem was indicated. The pilot received serious injury, and the two passengers were fatal.

On a local instructional flight in VFR conditions, an instructor and student flying a Cessna 172N impacted terrain inverted, 90 degrees nose-down - witnesses indicated a possible engine problem. Injuries were fatal to both. A witness reported seeing a Cessna 177 impact the ground in a nose-down attitude near Auburn, CA. in daylight VFR conditions. The aircraft had been rented from an aviation club. The pilot and the passenger were fatally injured. Another impact with terrain was reported - a Cessna A150K loss of control during initial takeoff from R/W 35 at Mesquite airport in Texas - a local day flight. The pilot, an IP, and a passenger received fatal injuries. A witness saw the airplane enter a spin following folowing a nose-low steep turn. Another Cessna 172, piloted by a private certificated pilot, impacted terrain near Gladinar, Michigan, in day VFR conditions. The airplane was seen maneuvering at low altitude and descending nose-down into trees. And yet another Cessna 182Q was destroyed when it impacted trees and terrain while maneuvering on a pipeline patrol flight, in daylight conditions, near Farmerville, Louisiana - the pilot was killed. A 2-serious injury accident was reported near Palmer, Alaska, when an Instructor and student in a Cessna 150 struck trees on the approach to R/W 34 during dark night conditions. The 9 fatal Cessna accidents, primarily loss of control and/or critical judgment factors appear as a result of multiple causes. We'll await the final determinations made by NTSB for these accidents.

There were 3 Amateur-built fatal aircraft accidents during the period, one a Vans RV-10 aircraft, one a Herink Challenger II, and one a Blondin 601 HDS. All three impacted terrain in day VFR weather conditions. Another experimental home-built airplane, a Kewlly FID, crashed in a flat spin near Reno, Nevada, in daylight VFR conditions. The Commercial pilot sustained fatal injuries. And another experimental light sport airplane, operating under a special airworthiness certificate, a Zodiac 601 XC, collided with terrain near La Rille, Missouri. The airplane was seen rolling into a vertical descent following a left turn.

There was one Amateur-built helium balloon, a Padelt PG 37-1, that collided with power lines in Hampton, Iowa. The Commercial pilot and one passenger were fatally injured. The surviving passenger reported that a gust of wind pushed the balloon into a high tension power line. This, of course, is the principal hazard of the sport of balloon flying - you go where the wind blows and try to avoid the gusts.

The amateur-built aircraft accidents indicated low-time pilots, and some erratic flying at low altitude in VFR weather conditions. The amateur-experimental type aircraft requires a specific and special airworthiness certificate under FAR 21.191 (g), which includes air racing, kit-built aircraft, and light sport aircraft. The special airworthiness certificate, a study in itself, applies to the less complicated flying, but yet not without hazards. The experimental, amateur-built, and sport flying seems to be on the increase, and should be viewed in the same safety light as all other flying.

The subject of Airworthiness, very important, is simply aircraft being fit for flight, and will be discussed in detail at a later date.

Thanks for listening. R.S.

The Need For Pilots and Technicians

Hi Readers: Having just read the January 2008 issue of Plane and Pilot (a GA - piston engine aircraft magazine), I,m happy to see some focus on the present low numbers of student pilots, pilots in general, and technicians. The articles by Peter Bunce of GAMA, and Marc C. Lee regarding the shortages and what can be done to reinvigorate GA interest was interesting, but barely scratching the surface for the root reasons. And, of course, the bulk of the shortages of pilots involve propjet and turbine jet pilots for the airlines and commuter flying.

In perspective, the shortages are not just GA, but well across the spectrum of aviation. Air travel is bursting at the seams, new types of airplanes, particularly jet types, are now being produced in numbers ---and where are the numbers of pilots, mechanics, and technicians to accommodate these increases?

Let's review the facts as seen by FAA: The total pilot population, now little greater than 598,000, will increase to about 722,000 by year 2030, an average growth over a 23-year period of 0.8%. The largest growth is expected in the Commercial and Student Pilot categories. Commercial aircraft operations (the sum of Air Carrier and Commuter/Air Taxi) at all U.S. airports (Towered and nontowered) are projected to increase from 29 million to 37.3 million in year 2020 and to 45.4 million in year 2030.

Meanwhile GA operations is forecasted to increase from about 81 million to 92.1 million in year 2020 and 100.4 million in year 2030. Much of the growth will be the result of increased use of a turbine fleet for Business/Corporate related flying. The Cargo jet fleet will have similar proportionate increases, and the Regional/Commuter fleet is expected to grow from about 2,800 aircraft to just under 5,000 by year 2030. By itself, GA aircraft is expected to increase from 227,000 to 275,000 in 2020, such growth because of flight-hour increases at a faster rate than the total aircraft fleet, but at the same time more sensitive to fuel prices and to variations in the general economic growth.

As for renewed interest by the younger populations in flying as pilots and other aviation careers, a study in itself, specific programs and efforts by Government, Aircraft Companies, and Training Schools must be designed and sponsored. I advocate a Govt-Industry sponsored Civilian Pilot and Technician Training Program (which I am currently working on), perhaps with service commitments to Military and Government Departments, to eliminate shortages and prepare for the future. Such a program was put in place by the Commerce Department in the 1930's, if you remember. In fact, I learned to fly in that very program, and was committed to service in the Army Air Forces.

The most plausible answer to the lack of interest and response to current aviation by the younger people, I think, is their lack of technical education, and the money, to pursue aviation pursuits and careers. Added to the problem is the seemingly lack of instructor people in the flying and technical aspects of the problem.

I'm still working on the November 2007 aircraft accident count and analysis.



To get away from some of our problems, I have a Cat story for you. I received the following in an early Christmas card from a friend in Monterey, California: (You don't have to own a cat to appreciate this one...)

A couple was dressed and ready to go out for the evening. They turned on a night light, turned on the telephone answering machine, covered their pet parakeet, and put the cat in the back yard. Then they phoned the local cab company and requested a taxi. The taxi arrived and the couple opened the front door to leave their house. The cat they had put out into the yard scoots back into the house. They don't want the cat shut in the house because "she" always tries to eat the bird. The wife goes out to the taxi while the husband goes inside to get the cat. The cat runs upstairs, the man in hot pursuit. The wife doesn't want the driver to know the house will be empty. She explains to the taxi driver that her husband will be out soon. "He's just going upstairs to say goodbye to my mother." A few minutes later, the husband gets into the cab. "Sorry I took so long," he says, as they drive away. "Stupid bitch was hiding under the bed. Had to poke her with a coat hangar to get her to come out! Then I had to wrap her in a blanket to keep her from scratching me. But it worked. I hauled her fat ass downstairs and threw her out into the back yard!" The cabdriver hit a parked car...



Thanks for listening. Robert Shaw.

The Latest and Such!

Hi Readers: The current pilot shortage is having an effect on airline operations. It has been reported that American Eagle, subsidiary of American Airlines, and others, have eliminated flights from their winter schedule because of the shortage. American Eagle had previously reduced the minimum experience requirements to 500 hours to attract pilots. New training standards, recently adopted by ICAO (International Civil Aviation Organization), and the increased use of simulators is expected to qualify more First Officers. This news is well worth investigating for new pilots, but remember, more experience, better the chances. Your heading for the big airplanes.



Now it's time for a little trivia (so I can get my act together and before the November NTSB Accident count). Did you know that we now have computer concepts beyond the planning stage that will replace our current computers? More 'search engines', more information, etc. Do we need more and more? How many hours are we spending on the computer to find something that we really don't need or can't use? Okay, then, we'll accept the future computers and get on with it!



Now for the amateur poetry section: I composed this one sleepless night.

Alone

Yes, I am alone, I'm glad you asked,

Not my choice, too often not happy,

Am I up to the task?

To myself, I say, is this really living?

I wonder, little better than dead.

Relatives few, not a wife, yet considerable

Strife,

A friend or two, no one to please or command,

That's my life.

I never thought I'd reach this far,

Now maybe too far, maybe best to go,

I don't know.

Still, each day arrives, I begin, then hesitate,

The face of it, often hard, seems not to end,

Somehow I continue on, and try again.

A choice you say, I think not,

When I look at others, oh so slow,

I think not for me, fast forward, let me go.

Some say busy is best, later you can rest.

A project, perhaps, a friend in need,

Anyway a good deed.

Better you feel, the sadness gone,

Life is worth living.

A way yet to go, with GOD and grace, and giving,

Still, I don't know.

Robert Shaw

If you are reading this, you are probably looking for more and current information on aviation subjects. This I will provide in the future. If there is something special that I can help you with, E-mail me at roberthshaw@sbcglobal.net. And, don't forget, I need your feedback, too.

Thanks for listening. R.S.

Aircraft Icing

Hi Readers: Now that we are in the winter weather of the year, we must all face the fact that, for flying, icing conditions on the ground or in the air is upon us (although icing conditions can occur in flight at any time of the year depending on the weather systems). Icing conditions on the ground before flight without de-icing is dangerous (and foolhardy) and icing conditions at altitude without de-icing and anti-icing are dangerous and lethal. In flight, icing can cause rapid loss of altitude and/or loss of control in minutes. If your airplane is not equipped with de-icing and anti-icing gear, or not certified for flight in icing conditions, its your knowledge and good judgment of the weather against nature.

Although I won't dwell on the many aircraft accidents over the years caused by icing, some of the worst fatal accidents have been caused by icing - principally due to our lack of knowledge, our judgment, and lack of anti-icing equipment. General Aviation (GA) and Commuter type (Part 23) airplanes are the most vulnerable since they are flown at the lower altitudes where icing conditions occur, and most of the airplanes are not equipped with ice-prevention gear or the intention of flight was not to encounter weather conditions.

How, then, does inflight icing occur? Well, we have to be flying in, around, or through stratus and cumulonimbus clouds containing water droplets at or nearing freezing temperatures, and nature takes care of the rest. There can be induction icing - ice forming around the engine air intake (particularly bad for jet engines since ice will form in chunks which may be ingested) or structural icing, either as clear or rime ice, formed when supercooled water droplets impact the wing and control surfaces (top and bottom) freezing in a solid sheet of ice or in a irregular shape - usually between zero degrees and minus 10 degrees centigrade. Such icing has been encountered in a cumulonimbus cloud at temperatures down to minus 25 degrees centigrade. Mixed icing, clear and rime ice, which result in an irregular shape on airfoils, can occur while flying through snow, ice pellets, or small hail.

The effects of ice on the airplane are cumulative - thrust is reduced, drag increases, lift lessens, and weight increases. The combined results are an increase in stall speed and a deterioration of airplane performance. In extreme cases, 2" to 3" of ice can form on the leading edge of an airfoil in less than 5 minutes.

A recent Cessna 208 Caravan accident near Mt. Ranier, Washington, reminds us that icing problems are still with us, in spite of de-icing and anti-icing equipment, along with GPS and digital instruments. The NTSB and Cessna Aircraft are still investigating.

In Airline and Part 121 flying (all IFR flight plans), cancellations and delays due to icing conditions can cost millions of dollars in one day. The cost of de-icing fluid, at a cost of 3 to 4 dollars/gallon adds to their problems. Part 121 operations covers the transport aircraft icing conditions. Part 135 and 91 flying is covered under 135.227 and 91.527.

NASA, FAA, and NTSB have been conducting research on aircraft icing problems over the years (see applicable icing FAA Advisory Circulars) and as of 6-1-07 the FAA was still working on a proposed rulemaking (Docket #FAA-2007-27654), titled Activation of Ice Protection, applying, principally, to Part 25 Transport Category airplanes. (It is hoped that FAA will follow with Part 23 aircraft). Under the proposal, Aircraft Manufacturers would be required to add an ice-detection and activation system to the present de-ice and anti-ice systems, and mandate that the protection system operate automatically and continuously. I think there is going to be a lot of discussion on this proposal.

How to avoid flying in icing conditions? For GA and Commuter aircraft, use all available weather services and reports to pinpoint icing areas and then plan on avoiding them. If you encounter icing conditions at altitude, use your available de-icing and anti-icing equipment immediately, change altitude up or down, and/or make a change in course (not necessarily 180 degrees since the true direction of the weather system is not known). Leave the autopilot off. Replan your flight or land at the nearest available airport (that will accommodate your airplane) and wait it out.

Proper preflight action includes, on filing an IFR flight plan, determining the freezing level and the levels above and below for weather precipitation areas. If your flight route penetrates the freezing level, request a new altitude or route. Make use of appropriate SIGMETS, AIRMETS, and PIREPS, and any other source of inflight weather advisory in planning and executing en route flight. In general, make a habit of checking FAA Advisory Circulars - FAAs method of advising new developments or action on pertinent problems.

Thanks for listening and Happy Thanksgiving! R.S.

October 2007 aircraft Accident/Incidents

Hi Readers: It time to review the October Accidents/Incidents as reported by NTSB ( There were none reported for Oct 1, 30th, and 31st).
Therewere 74 accidents (4 incidents)( 3 non-U.S. accidents) of which 23 were fatal accidents accounting for 48 fatalities. One fatal accident occurred in Venezuela, accounting for 2 fatalities; one fatal accident occurred in Switzerland, accounting for 2 fatalities; and one Beech D55 accident (1 fatality) occurred near St.Croix, Virgin Islands - apparenty encountering IFR weather. Twenty fatal accidents occurred in the Continental U.S. accounting for 43 fatalities.

There were 4 Incidents during October - one, an Airbus 320 landing at Fargo, North Dakota with the nosegear turned 90 degrees, incurring minor damage; another, an Airbus received minor damage after landing when it struck a runway light at Chicago O'Hare Intl airport. In another incident, classified as a pilot deviation, a Cessna 525 made takeoff from Taxiway M, rather than Runway 36L, at Memphis Intl airport against Controller instructions. In the 4th incident a Bell Helicopter made a forced landing in the Gulf of Mexico.

There were 4 balloon landing accidents at Albuquerque, New Mexico - all during the International Balloon Fiesta, and all striking objects on landing (due to wind and gusts) resulting in one fatality, 7 serious injury, and one minor injury.

There was one amateur-built gyroplane accident (one fatal, one serious injury) due to engine failure and resulting in impact with trees. One glider crashed during day VFR maneuvering (one fatal). A formation flight of Yakovlev Yak50 aircraft landing atGillespie Field, El Cajon, CA. resulted in a collision of 2 aircraft on the landing runway; and a Piper PA-32R collided with a Cessna 152 in the traffic pattern at Farmingdale, New York - there were no injuries.

The remaining fatal accidents were a conglomeration of day and night flights - an interesting study of accident causes and safety aspects: To begin, there was a 10-fatal Cessna 208B Caravan propjet on a 402 mile VFR night flight (returning 9 skydivers from a skydiving event near Boise, Idaho to a home base in Shelton, Wa.) that crashed about 45 miles WSW of Yakima, WA. at about 4,300 ft. msl, just south of Mt. Ranier, in IFR weather. There were indications of a rapid descent (6,800 ft/min) from 8,900 ft. and a power-on impact with mountainous terrain at 4,300 ft. msl. Low clouds, misty rain, and low visibility were reported in the area of the accident site, and a hunter in the area observed the aircraft first on horizontal flight, followed by vertical flight. Icing and loss of control were indicated.
The FAA reported that no service was provided to the pilot, there was no flight plan, and there was no record of a preflight or other weather briefing. The report noted VFR weather conditions generally along the route of flight, but IFR conditions in the Cascade mountains and western foothills. There was an AIRMET for icing, low-level turbulence, and mountain obscuration. (I can't imagine a Commercial pilot based at Shelton, Wa. not being clued-in on the weather, in that area, particularly in October). This particular airplane was equipped with analog gauges and digital avionics, including autopilot, GPS, transponder, and de-icing boots. The Mode C transponder was operating and FAA radar was tracking the airplane and observed the target, first at 14,400 ft, then at 13,000 ft, and then 8,900 ft, all in a matter of seconds. The NTSB and Cessna Aircraft are investigating the accident. In armchair analysis (based on what has been reported), I would have to say, in spite of the analog and digital instrumentation of the airplane, that this pilot demonstrated how not to conduct a VFR night x-c flight.

A second accident (5 fatal) involved a Beech A36 forced landing on takeoff and impact with power lines during variable direction and velocity of high winds and gusts. The aircraft was unable to gain altitude and maintain climb speed. Witnesses reported a rough engine. The pilot was IFR qualified and an IFR flight plan had been filed. Visual flight conditions existed. I wonder if this airplane was overloaded.

The remaining fatal accidents (11) involved an Aero Commander 560F (4 fatal) that impacted terrain after takeoff with a possible engine failure; a Rathyeon C90A (3 fatal) on a night VFR Medical flight which crashed during en route descent; a Cessna 310N (2 fatal) at 13,000 ft in icing conditions with an engine problem; a Cessna 150L (2 fatal), an Instructor and student, impacted terrain during takeoff climb - loss of power and loss of control indicated; a Piper PA-28 (2 fatal) on a night VFR x-c flight encountered IFR conditions and impacted trees and the ground; a Piper PA-28 impacted terrain on a night flight to Las Vegas - encountering IFR conditions; a Piper PA-18 collided with powerlines on a day VFR flight; A Bellanca 7GCBC aircraft crashed on a day VFR x-c flight - an outer wing failure indicated; and another Bellanca 7GCAA crashed due to loss of control following a tailwheel shimmy during a glider-tow operation; an Amateur-built Lambert Variez aircraft crashed during the pilot's test of an installed speed brake; and a Piper PA-18 collided with power lines on a VFR flight.

The October accidents indicate loss of control associated with aircraft and weather factors, along with doubtful flight planning and en route weather knowledge and awareness. Icing conditions, which can appear at any time of the year, seem to be a particular problem to pilots. Knowing the freezing level in weather and how to avoid the icing conditions is of the utmost importance. Pilots should learn how to use all the available weather, and weather-forecasting services, prior to and during en route flight. And, in spite of advanced instrumentation and the services available, pilots will always have to make the decision to fly or stay, or to choose an alternate, or land at the first available airport - and it may not be easy.
Thanks for listening. R.S.

Air Travel Eye-opener

Hi Readers: On Sunday, 11-4-07, I caught CNBC's 8-9 PM PST program on TV, Inside American Airlines. Narrated by Peter Greenberg, NBC's travel editor, a week of American's operations across the country was highlighted, pinpointing 18 flights across the country in a Boeing 767 (and one overseas flight) in one week.
The piece covered aspects of air travel problems, including luggage, security, fares, airline costs, fuel costs, and cargo. It was revealed that only 10% of the cargo carried on passenger flights were inspected before flight.
American Airlines carrys 2 million passengers per week and makes 2,000 flights per day.
Peter Greenberg's discourse on the strange science of airline ticketing, frequent flyer miles manipulation, and attempts to keep fuel costs down was particularly interesting.
It was reported that the same program will be repeated on 11-26-07. Watch for it!
Thanks for listening. R.S.