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Plane spotted in California has the size of a football field

April 14, 2019 by Forimmediaterelease

The world’s largest airplane made its first test flight on Saturday in California.

Stratolaunch Systems Corporation, founded by Paul G. Allen, today successfully completed the first flight of the world’s largest all-composite aircraft, the Stratolaunch. With a dual fuselage design and wingspan greater than the length of an American football field, the Stratolaunch aircraft took flight at 0658 PDT from the Mojave Air & Space Port.

Achieving a maximum speed of 189 miles per hour, the plane flew for 2.5 hours over the Mojave Desert at altitudes up to 17,000 feet. As part of the initial flight, the pilots evaluated aircraft performance and handling qualities before landing successfully back at the Mojave Air and Space Port.

“What a fantastic first flight,” said Jean Floyd, CEO of Stratolaunch. “Today’s flight furthers our mission to provide a flexible alternative to ground launched systems. We are incredibly proud of the Stratolaunch team, today’s flight crew, our partners at Northrup Grumman’s Scaled Composites and the Mojave Air and Space Port.”

The test team conducted standard aircraft testing exercises. Initial results from today’s test points include:

  • Performed a variety of flight control maneuvers to calibrate speed and test flight control systems, including roll doublets, yawing maneuvers, pushovers and pull-ups, and steady heading side slips.
  • Conducted simulated landing approach exercises at a max altitude of 15,000 feet mean sea level.

The Stratolaunch aircraft is a mobile launch platform that will enable airline-style access to space that is convenient, affordable and routine. The reinforced center wing can support multiple launch vehicles, weighing up to a total of 500,000 pounds.

“We all know Paul would have been proud to witness today’s historic achievement,” said Jody Allen, Chair of Vulcan Inc. and Trustee of the Paul G. Allen Trust. “The aircraft is a remarkable engineering achievement and we congratulate everyone involved.”

It landed safely back at the Mojave Air and Space Port as a crowd of hundreds of people cheered.



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Marriott’s Arne M. Sorenson named 2019 CEO of the Year

April 10, 2019 by Forimmediaterelease

Chief Executive magazine announced today that Arne M. Sorenson, the President and Chief Executive Officer of Marriott International, has been named 2019 Chief Executive of the Year by his peer CEOs.

“He’s a global leader, a man with a conscience, a person who connects with his people,” said Fred Hassan, the former Chairman of Bausch & Lomb and Partner at Warburg Pincus, and a member of this year’s selection committee.

“I have tremendous respect for Arne Sorenson, for his global leadership and for his outstanding track record amid a very challenging marketplace,” said Marillyn A. Hewson, the Chairman, President and CEO of Lockheed Martin Corporation and 2018 CEO of the Year, who also served on the selection committee.

Mr. Sorenson joined Marriott in 1996 and held a number of positions before serving as President and Chief Operating Officer. He became Chief Executive Officer in 2012, the first person to hold the post without the Marriott family name.

Since becoming CEO, Mr. Sorenson has led a vast expansion of the business, including the acquisition of Starwood Hotels & Resorts Worldwide in 2016. The company now has more than 7,000 properties across 130 countries and territories and 30 brands. An outspoken corporate leader, he has advocated for environmental sustainability, a more open, safe and inclusive workplace, and a welcoming culture around the world.

“I am deeply honored by this tremendous recognition, and I thank my peer CEOs for the nomination,” said Mr. Sorenson. “I stand on the shoulders of an icon, Bill Marriott, and the 730,000 people around the world who wear a Marriott name badge. Together, we work each day to uphold a legacy of creating opportunities—for our guests, our associates and the local neighborhoods where we operate.”

The selection committee cited Sorenson’s outstanding performance running one of the most complex, global businesses in the world in the face of daunting cultural and technological change.

“There are few people who have driven innovation in the way that Arne has and…been able to lead such a large organization, and to be able to keep them focused on excellent execution and also the responsibilities that they have for each other, the environment and on social issues,” said Neal Keating, President and CEO, Kaman.

Over the past 33 years, Chief Executive of the Year winners have been a who’s who of American business leadership, including Bill Gates, Jack Welch, Michael Dell, A.G. Lafley, John Chambers, Bob Iger, Anne Mulcahy, Larry Bossidy, Andy Grove and Herb Kelleher, among others.

The Chief Executive of the Year was selected by a committee of distinguished peer CEOs in a meeting held in March at the Nasdaq MarketSite. The 2019 committee consists of Marillyn A. Hewson (Chairman, President and CEO of Lockheed Martin Corporation), Dan Glaser (President and CEO, Marsh & McLennan), Neal Keating (President and CEO, Kaman), Fred Hassan (former Chairman, Bausch & Lomb; Partner, Warburg Pincus), Tamara Lundgren (President and CEO, Schnitzer Steel), Max H. Mitchell (President and CEO, Crane Co.), Bob Nardelli (CEO, XLR-8), Tom Quinlan III (Chairman, President and CEO, LSC Communications), Jeffrey Sonnenfeld (CEO, The Yale Chief Executive Leadership Institute) and Mark Weinberger (Global Chairman and CEO, EY Global). Ted Bililies, Ph.D., Chief Talent Officer, Managing Director, AlixPartners, is the exclusive advisor to the 2019 Selection Committee.

Sorenson’s selection as 2019 CEO of the Year will be celebrated at an invitation-only event hosted by Chief Executive Group at the Nasdaq MarketSite in New York in late July.

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Aviation Safety: Fatigue management

March 28, 2019 by Forimmediaterelease

In aviation operations, managing fatigue is important because it diminishes an individual’s ability to perform almost all operational tasks. This clearly has implications for operational efficiency, but in situations where individuals are undertaking safety-critical activities, fatigue-effected performance can also have consequences for safety outcomes. Fatigue is a natural consequence of human physiology.

Because fatigue is affected by all waking activities (not only work demands), fatigue management has to be a shared responsibility between the State, service providers and individuals.

A brief history of flight and/or duty limitations

For most workers, hours of work are part of the working conditions and remuneration packages established through industrial agreements or social legislation. They are not necessarily established from a safety perspective.

However, the need to limit pilots’ flight and duty hours for the purpose of flight safety was recognized in ICAO Standards and Recommended Practices (SARPs) in the first edition of Annex 6 published in 1949.  At that time, ICAO SARPs required the operator to be responsible for establishing flight time limits that ensured that “fatigue, either occurring in a flight or successive flights or accumulating over a period of time, did not endanger the safety of a flight”. These limits had to be approved by the State.

By 1995, ICAO SARPs required States to establish flight time, flight duty periods and rest periods for international flight and cabin crew. The onus was on the State to identify “informed boundaries” that aimed to address the general fatigue risk for flight operations nationally. At no time have ICAO SARPs identified actual flight and duty hours because it had proven impossible to identify global limits that adequately addressed operational contexts in different regions.While ICAO SARPs apply only to international operations, many States also chose to establish similar flight and duty time limitations for domestic operations. States generally used the same flight and duty limits for helicopter crew as for airline crew.

The fallacy of flight and/or duty limitations is that staying within them means that operations are always safe. Buying into this fallacy suggests that scheduling to the limits is enough to manage fatigue-related risks. However, more recent SARP amendments related to prescriptive limits have highlighted the responsibilities of the operator to manage their particular fatigue-related risks within the limits using their SMS processes.

And then there was FRMS….

Fatigue Risk Management Systems (FRMS) represent an opportunity for operators to use their resources more efficiently and increase operational flexibility outside the prescriptive limits, whilst maintaining or even improving safety. In implementing an FRMS, the onus shifts to the operator to prove to the State that what they propose to do and how they continue to operate under an FRMS, is safe.

In 2011, SARPs enabling FRMS as an alternative means of compliance to prescriptive limitations were developed for aeroplane flight and cabin crew (Annex 6, Part I).  At the time of development, it was necessary to address concerns that airline operators would take this as an opportunity to schedule purely for economic benefits at the cost of safety. Therefore, while often referred to as “performance-based” approach, the FRMS SARPs are nevertheless very prescriptive about the necessary elements of an FRMS and require the explicit approval of an operator’s FRMS by the State.

Since then, similar FRMS SARPs were made applicable for helicopter flight and cabin crew in 2018 (Annex 6, Part III, Section II).

But what about air traffic controllers?

Despite their obvious impact on flight safety outcomes, ICAO SARPs have never required the hours of work to be limited for air traffic controllers even though some States have had hours of duty limitations for air traffic controllers for many years. This is about to change. Amendments to Annex 11, becoming applicable in 2020, will require that ICAO States establish duty limits and specify certain scheduling practices for air traffic controllers. As for international airline and helicopter operations, States will have the option of establishing FRMS regulations for air traffic service providers.

Fatigue Management SARPs today

Today, ICAO’s fatigue management SARPs support both prescriptive and FRMS approaches for managing fatigue such that:

  • Both approaches are based on scientific principles, knowledge and operational experience that take into account:
    • the need for adequate sleep (not just resting while awake) to restore and maintain all aspects of waking function (including alertness, physical and mental performance, and mood);
    • the circadian rhythms that drive changes in the ability to perform mental and physical work, and in sleep propensity (the ability to fall asleep and stay asleep), across the 24h day;
    • interactions between fatigue and workload in their effects on physical and mental performance; and
    • the operational context and the safety risk that a fatigue-impaired individual represents in that context.
  • States continue to be obliged to have flight and duty time limitations but are under no obligation to establish FRMS regulations. Where FRMS regulations are established, the operator/service provider, can manage none, some or all of its operations under an FRMS, once approved to do so.
  • Prescriptive fatigue management regulations now provide the baseline, in terms of safety equivalence, from which an FRMS is assessed.

In practice…

In Airlines:  The Fatigue Management amendments to the Annex 6, Part I, in 2011 led many States  to reviewing their prescriptive limitation regulations for pilots based on scientific principles and knowledge (refer text box) and identifying further requirements for operators to manage their fatigue-related risks within the prescribed limits.  Fewer States have reviewed their prescriptive limitation regulations for cabin crew.

In every case, despite a refocus on providing adequate opportunities for sleep and recovery, altering existing flight and duty limitations remains a very sensitive and difficult task because it impacts income and work conditions as well as the constraints of pre-existing employment agreements. It is made even more challenging for States whose flight and duty time limitations are legislated.

Where States have reviewed their prescribed flight and duty limits, the increased awareness of the relationship between sleep and performance has served to highlight the responsibilities of the individual crew member and the airline to manage fatigue, and in some cases have resulted in the prescribed limits sitting alongside a set of regulations  that make these responsibilities more explicit, e.g. the FAA’s Fatigue Risk Management Program, EASA’s Fatigue Management requirements, CASA’s Fatigue Management requirements and CAA South Africa’s Fatigue Management Program.

The scientific principles of fatigue management

 

  1. Periods of wake need to be limited.  Getting enough sleep (both quantity and quality) on a regular basis is essential for restoring the brain and body.
  2. Reducing the amount or the quality of sleep, even for a single night, decreases the ability to function and increases sleepiness the next day.
  3. The circadian body-clock affects the timing and quality of sleep and produces daily highs and lows in performance on various tasks.
  4. Workload can contribute to an individual’s level of fatigue.  Low workload may unmask physiological sleepiness while high workload may exceed the capacity of a fatigued individual.

Many States have established, or plan to establish, FRMS regulations, often at the encouragement of their airlines. The FRMS challenge for States continues to be whether they have the resources to provide the necessary oversight from a scientific and performance-based perspective, particularly when the same regulations usually apply to a variety of domestic flight operations. While FRMS requirements are onerous and time-consuming, the few airlines who have so far managed to get FRMS approval for particular routes have found the operational flexibility gained to be worth the effort.

General scheduling principles

 

  1. The perfect schedule for the human body is daytime duties with unrestricted sleep at night. Anything else is a compromise.
  2. The circadian body clock does not adapt fully to altered schedules such as night work.
  3. Whenever a duty period overlaps a crew member’s usual sleep time, it can be expected to restrict sleep. Examples include early duty start times, late duty end times, and night work.
  4. The more that a duty period overlaps a crew member’s usual sleep time, the less sleep the crew member is likely to obtain. Working right through the usual nighttime sleep period is the worst case scenario.
  5. Night duty also requires working through the time in the circadian body clock cycle when self-rated fatigue and mood are worst and additional effort is required to maintain alertness and performance.
  6. The longer a crew member is awake, the worse their alertness and performance become.
  7. Across consecutive duties with restricted sleep, crew members will accumulate a sleep debt and fatigue-related impairment will increase.
  8. To recover from sleep debt, crew members need a minimum of two full nights of sleep in a row. The frequency of recovery breaks should be related to the rate of accumulation of sleep debt.
  9. Keep short notice changes to a minimum, especially where they infringe or overlap the  Window of Circadian Low (WOCL).
  10. Duty periods associated with high workload (such as multiple, challenging landings and in marginal weather conditions) may need to be shortened and extensions avoided where at all possible.

In Helicopter Operations:  For some States, the recent amendments to Annex 6, Part II (Section II) have highlighted the need to establish flight and duty time limits for helicopter crew members that better relate to the context of helicopter operations, rather than using the same limits as for airline pilots. Within those limits, the helicopter operator is expected to build crew schedules that use both fatigue science and operational knowledge and experience.

A new fatigue management guide for helicopter operators, currently under development in ICAO, identifies general scheduling principles based on fatigue science to guide helicopter operators in building “fatigue-aware” schedules that offer optimum opportunities for sleep and recovery (refer text box).

The particular challenge in helicopter operations, however, is that so many helicopter operations are unscheduled. While some helicopter operators will be able to operate within prescribed limits and effectively manage fatigue risks using an SMS, many types of helicopter operations, such as those that require unscheduled, immediate responses, possibly in high-risk settings, will benefit from the operational flexibility and safety gains of an FRMS.

In Air Traffic Control Services: Next year, States are expected to have established prescriptive work hour limits for air traffic controllers, while FRMS regulations remain optional and can be established at any time. However, the nature of the relationship between the Air Navigation Services Provider (ANSP) and the State will influence how the implementation of fatigue management regulations will unfold. In most cases, the State provides oversight of only one ANSP and although there is a current trend for privatisation, many of the ANSPs are fully or partially owned by the State.

In an industry sector that is often largely self-regulated, the distinction between a prescriptive fatigue management approach and FRMS may become blurred. However, a refocus on safety and not only organisational expediency or personal preference is likely to have substantial effects on the way controllers’ work schedules are built in ANSPs across the world. This is a “watch this space”.

Fatigue Management Guidance for ICAO States

The Manual for the Oversight of Fatigue Management Approaches (Doc 9966) received another update this year – Version 2 (Revised) – and an unedited version (in English only) will shortly replace the current manual available for download here. On this website you can also find the following:

  • Fatigue Management Guide for Airline Operators (2nd Edition, 2015)
  • Fatigue Management Guide for General Aviation Operators of Large and Turboject Aeroplane (1st Edition, 2016)
  • Fatigue Management Guide for Air Traffic Service Providers (1st Edition, 2016)
  • The Fatigue Management Guide for Helicopter Operators (1st Edition) is expected to be available later this year.

The Fatigue Management Guide for Helicopter Operators (1st Edition) is expected to be available later this year.

The author, Dr. Michelle Millar, is the Technical Officer (Human Factors) and the NGAP Program Manager at ICAO. She heads the ICAO FRMS Task Force and has been involved in the development of ICAO fatigue management provisions since 2009. Her academic background is in sleep, fatigue and performance.

 

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Do Millennials want “the Grands” along when they travel?

March 26, 2019 by Forimmediaterelease

It’s no surprise that Millennials love to “do it for the ‘gram.” But when it comes to travel buddies, it’s Millennials’ desire to travel with Grandpa and Grandma that may surprise you.

According to a new survey from Visit Anaheim, the official destination organization for Anaheim, multigenerational vacations are top-of-mind with travelers when it comes to reliving memories, while also creating new ones, with the next generation. The survey, conducted by OnePoll for Visit Anaheim, polled a sample of 1,000 Americans and found that Millennial respondents (aged 25-34) lead the category when it comes to wanting more multigenerational trips, coming in at a whopping 83 percent.

“While Visit Anaheim knew that families loved reliving childhood experiences by having grandparents tag along on vacation, we were surprised by the enthusiasm that the Millennial survey respondents had for this ‘Grandtravel’ trend,” said Jay Burress, president & CEO of Visit Anaheim. “Millennials often have a close relationship with their parents and are now becoming parents themselves. The Baby Boomer grandparents are incredibly active, so they can easily keep up with the grandkids. Additionally, as many smart parents have figured out, having Grandpa and Grandma around means Mom and Dad can escape to check out the local nightlife or less kid-friendly attractions, knowing the kids are in great hands.”

In fact, two thirds (66 percent) of respondents have traveled with three or more generations of their family, making vacations with grandparents, their adult children, and grandchildren, a travel trend with no signs of slowing down. In fact, the majority plan on taking more extended family trips.

Nostalgia is one of the main reasons the trend keeps growing. Many parents and grandparents love reliving memories. The majority (56 percent) “strongly agree” that multigenerational trips are more special when visiting somewhere their parents or grandparents have been before and 53 percent report being “very happy” when they take trips to places they’ve previously been with their parents or children.

VISIT ANAHEIM’S GRANDTRAVEL CONTEST

With Spring vacation around the corner and Summer vacation planning in the works, Visit Anaheim is kicking off their first-ever Grandtravel contest. One lucky family of six will win an Anaheim vacation, including accommodations at Great Wolf Lodge and tickets to Knott’s Berry Farm – perfect for a family of four, plus two grandparents. Contest starts Tuesday, March 26, 2019 and ends Tuesday, April 30, 2019. Enter to win here. Find rules and regulations available here.

Actress, activist and mom to four kids, Holly Robinson Peete, is helping to kick-off the contest by encouraging families to take Grandma and Grandpa along for the vacation fun.

“Anyone who watches us on ‘Meet the Peetes’ knows that my mom is a big part of our lives – and that includes vacation time,” said Robinson Peete. “Whether it’s a girls weekend in New York City visiting my daughter, Ryan, or escaping for a quick staycation to somewhere fun like Anaheim, having grandma along for the journey is something the entire family looks forward to every chance we get.”

Additional Survey Highlights

Other noteworthy Visit Anaheim survey results include:

  • LET’S HIT THE ROAD – Multigenerational trips are most likely to be either a road trip (69 percent), traveling to see family (67 percent), or a flight to a major destination (48 percent)
  • PARENTAL PLANNERS – When planning a multigenerational (grandparents, parents, kids) trip, parents are most likely to choose the flights (46 percent), set the dates (38 percent), pick the hotels/lodging (44 percent) and pay for the trip (41 percent)
  • GRANDPARENT TRAVEL PERKS – Top benefits of traveling with three generations are:
    • Allows bonding time/memories to be built between grandparents and grandchildren (67 percent)
    • Spending more quality time together (65 percent)

Though packing up the minivan with three generations can be fun, over half of the respondents (51 percent) have taken a trip where Grandpa and Grandma took the grandkids on vacation – sans their adult children. Many wanted one-on-one time with their grandchild(ren)/grandparent(s) (48 percent), others celebrated a special event or milestone (45 percent), and some believed it created a different dynamic when parents are not there (41 percent).

“Getting to spend time with your grandkids is always special, but being able to vacation with them is truly a treat,” said Dolores Robinson, Holly Robinson Peete’s mom. “My grandkids affectionately call me everything from ‘Gorgeous’ to ‘G-Money.’ It’s because we’ve carved out time to create memories that we have such a close bond. Visit Anaheim’s survey is proof that families love to travel with grandparents. And I love that they’re giving a family a chance to win a vacation to Anaheim – including spots for Grandma and Grandpa. How fun!”

Fans can watch Holly, grandma Dolores, Holly’s husband – NFL veteran quarterback Rodney Peete, and their four kids, embark on their newest adventures on season two of “Meet the Peetes,” which debuted on the Hallmark Channel in late February and airs Monday at 10 p.m./9 Central.

For more information on Anaheim and to begin planning a memorable family-friendly vacation, please visit: visitanaheim.org

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Is there a right way to take a Staycation?

March 25, 2019 by Forimmediaterelease

Can you really not go anywhere and call it a vacation? Even more importantly, can you take time off, stay at home or go away, and unplug from the office? As the Staycation enters its second decade, what’s changed and made it an attractive alternative for many families?

“The Staycation became a thing after the 2008 crash when many families simply didn’t have the resources to take that trip to Disney World or the rental fee for that lakeside cabin or ocean cottage, so they stayed at home for vacation,” said Peter Hans, president of Discovery Map International since 2005. “This year, there are a number of families who didn’t quite get as large a tax return as they had in years past. Consequently, the Staycation is back on the table for some families.”

While the Staycation may be in its second decade, the ground rules for fun and stress-free breaks remain pretty much the same. For starters, no contact with your office allowed. Just because you’re not going away for an extended trip is no reason to be calling in to the office. Time off is meant for you to rest up and recharge your batteries. You can’t do that if you’re never mentally away.

Hans said: “You also want to limit your computer time. Remember, you’re on vacation. Restrict your computer time to researching potential day trips. NO E-MAIL, unless you’re being sent a confirmation or reservation number.”

He also recommends not setting an alarm if you don’t have to. Remember, you are on nobody’s schedule but your own. You also want to limit your household chores that week unless you’re specifically taking the week off to complete a project, e.g. painting your house, keep your home chores to a minimum. That doesn’t mean let the dishes in the sink stack up. Just don’t sweat it if the lawn goes a few days without being cut.

Additionally, a rather bold suggestion for your Staycation is: Leave your cell phone off unless you need to use it. Said Hans, “Your phone can be handy if you’re traveling with other families or your group splits off into two’s. So, leaving it home is not practical. Just make sure you don’t take calls from anybody not in your vacation group. If you’re curious or worried about an emergency, just check the voice mail they leave.”

Continued Hans, “If you were on a cruise ship you wouldn’t answer a call from the office. Your Staycation deserves that same respect. Remember, you work hard for your time off and you owe it to yourself — your family and — believe it or not, your employer to come back rested and ready with your batteries fully recharged.”

For more information on Discovery Map, visit discoverymap.com.

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