regarding the accident involving colgan air flight 3407. this is still an ongoing investigation and there is significant work left for our investigation. my testimony today therefore will be limited to those that sui of identified to date and i will steer clear of any analysis of what we have found so far and avoid any altman conclusions that might be drawn from that information. on february 12, 2009 at 10:17 eastern standard time colgan air flight 3407 crashed during an instrument approach to runway 2-3, buffalo niagra it and report. the flight was operating as a 121 scheduled passenger flight from liberty international airport in new york new jersey. the four crew members and 45 passengers were killed. the aircraft was destroyed by impact forces. one person and a house was also killed and two individuals escape the house with minor injuries. on may 12th, 2019 tsp, the three day public hearing on the accident in which we explored airplane performance, cold weather operations, sterile cockpit compliance, flight crew training and performance

february 12, 2009 at 715 pm colgan air flight 3407 bombardier -- thank you 400 crashed off of niagara airport in buffalo in new york it is operating as a part flight from newark new jersey. four crew members and 45 passengers were killed. of the aircraft destroyed by eight impact and afire one person in a house was killed and two individuals escaped the house with minor injuries. . . the ntsb has issued numerous recommendations to the faa on stall training, pie lit records, a remedial training, situational awareness, pilots monitoring skills, low airs ditto alert systems, a pilot professionalism and fatigue as well as aircraft icing. two of the series, aircraft icing in human fatigue are on the boards most >> while there are currently more than 450 open recommendations to the faa, on january 12 of this year, the faa took action on some of those recommendations when it published a notice of proposed rulemaking. >> race in numerous safety recommendations, the issue that we issued to the faa. in 1995 the ntsb issued recommendations for the faa to require an airline to evaluate an applica

the colgan air capt. in fact had five failed rise and in a 2004 crash, another captain had an astounding seven. airlines say they didn't know about these check ride, in part because 1996 law designed to correct that problem as dangerous gaps, when the faa has been warned about four years. oakland township in michigan. tanya, good morning. caller: i never thought i would say i missed the good old days. it has just been up holland the last eight or nine years in our country house everyone -- how everyone is rushing to make a buck and the customer is bottom on the line for receiving attention. particularly incensed when i read that major airlines slide through other countries and have mechanics that are inexperienced working on the plains. and how of repair schedules are not maintained with any honesty, i guess is the word i really wanted to say. i think everyone is rushing to make the bulk and the poor customer is out here in limbo because even when they tried to pass laws so that the airplane's would not i

the tragedy of the colgan air flight brought that safety of airlines back into the public eye. for me it was eerily reminiscent of the crash of the senator from minnesota. the issues were eyes, pilot training, and fatigue. --ice. when i hear of underpaid pilots who are tired and pilots who are not earning enough money, it reminds me very much of that. in addition to that, you have a factor pilots living far away from their bases, leading to long commutes and a lot of time spent waiting in the air ports. there have been some questions about 50, but i had a question about the reimbursement for hotel rooms in the evenings. i know that some of the larger airlines pay for hotel costs so that the pilots can get sleep before ships. our regional carriers doing the same thing? >> and pilots are on duty, the minute they check-in, their hotel costs on duty are paid for 100% by the company. they also receive a travel per diem. it is the same main line and region. there is no distinction between the way those are done between major airlines and regional airlines. >> does anyone have anythin

let me also sure my condolences with the representatives of the families who lost families on the colgan air flight. airline industry safety is our highest priority. we try very hard to ensure we never compromise safety because of economic conditions. we work closely with all members of the aviation community, including regional airlines, to achieve extraordinary records, no fatalities for mainline characters in the past number of years, and it really is in that spirit that i appear before you today with an understanding that no accident is acceptable. we have irresponsibility to understand through verse and a searching inquiry the causes of accidents and take whatever single or multiple corrective measures are needed. we are very fortunate that there are three expert government forums in which scrutiny is happening today right now. this is as it should be. the public needs to be confident and responses to aviation safety issues. of the national transportation safety board's ongoing investigation will produce a far more complete picture than we have today. in this as previous accidents,

this flight was operated by colgan air. the plane was operated by captaining co-pilot, both of whom had committed fairly long distances to get to work and were found to have had little rest before the flight. the co-pilot revealed her experience in flying in icy conditions in the transcript of the voice recording that i fred and i am sure my colleagues have as well. the captain had previously failed a number of flight tests. we will hear from the ntsb which has been investigating but it sounds like the captain just made the wrong decision at the wrong time, flying in very difficult icy conditions. at i worry when i have looked at this, and read the transcript of the cockpit recording and all of the other issues, that there are issues here of fatigued, training, commuting and perhaps salaries that could have played a role. i am concerned about the airlines and the faa's ability to prevent inexperienced pilots from flying planes they might be less familiar with than they should be organized the weather for example, when they

>> abstract. >> was that the case here, with the colgan air applied? because i know she was spending the day in the airport two. >> i seriously doubt whether there was, in fact, it was -- i can say without a doubt they were not given a place to get adequate rest were provided that four or compensated for a hotel room. and so that they could get adequate rest. >> okay, we heard last week their original colors are more likely to become tired and fatigued by flying because they are flying more flights per day rather than one long flight and am sure that could happen with major carriers. in other words, they are doing more takeoffs and landings in one day and maybe actually more prone to fatigued. did you think that is true? anyone want to take that on the kitimat having spent more time to take than anyone else up here at the panel i can say there's a lot of different ways of lowering your readiness level if you will. the fatigue of assisting our fight is different but just as important as a pilot to is flying seven legs, seven different landings and takeo

kevin colgan from the corporate treasurer caterpillar, our understanding of current and pending regulation in this area is it would require clearing function which would standardize terms like duration and amount. any standardization of this type would prohibit us from matching exactly the terms and underlined exposure we are attempting to hedge. this in turn would expose us to uncovered risk and introduce the list volatility into our financial crisis. i have a number of other examples in which i will insert for the record mr. chairman, and if possible i'd like permission of the committee to answer the letters that i received in response to these inquiries into the record and i may get another in the next couple of days. the bottom line mr. german is i completely agree with the need to do as much as we can to assure that we have covered the risks in our economy that have been created by the utilization of these types of derivatives, different types of derivatives that credit default swaps for example. i just believe that we want to pay careful attention to making sure that we do what is ne

other times he could be very icy, colgan shutdown. line of questioning of that was going some place we did not want to go. he seems very self aware. there were examples, and i mention this in the book, when he would dress down some senior officer in front of a group of others, and be very harsh and afterwards, you know, another senior official might take rumsfeld aside and say, no, sir, you were maybe a little too tough on this person. rumsfeld luttig knowledge that and maybe give the person a phonecall and not quite apologize but it least try to soften a little bit. so, he is self aware, but why he did dense rain himself and more remains somewhat of a mystery. >> host: this is spencerville indiana, ruth on a republican line. good morning. >> caller: it morning. i wanted to touch a little bit more on this idea that the new conservatives influence and their object was talking about democracy, and making democracy around the world. wifi net to be an absolute fallacy because that nut was not what they want it. that was simply for public

. >> as we continue our investigation of the colgan accident facts will continue to be analyzed and wecould end up with some form of recommendation dealing with fatigue that could also have relevance to lowercase skills. >> compensation issues. >> senator from maine. if you refer back to the statement we submitted for the record there's a copy of reference, bloomberg panel report stimulated by hearings held by this committee back in 1990. that report covers preemployment requirements for airlines. it covers salary ranges for pilots, it covers what kind of basic training should be provided by the civilian flight schools because at that time the primary reason for the report was the committee's interest why there was such a drain on military pilots. so i think if we would look at that report again we would find the 13 recommendations made by that particular panel speak directly to the issues we are talking about today. that was back in 1990. >> thank you very much. i know my time has expired, but i hope this is just a yes or no, and that is for each one of you i will start mr. babbitt, i

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quote the captain had a history of faa disapproval involving flight checks before his employment with colgan to read the captain didn't pass flight test in october 1991 and the commercial pilot's certificate may of 2002 and the multi injun certificate in april, 2004. in each case with additional training the captain subsequently passed the test and was issued a certificate. now i recognize that not every pilot is going to pass various flight tests on the first attempt. my question is what is the general pass failed percentage when it comes to instrument flight ratings, a commercial pilot certificates and multi engine certificates? >> i can't give you the specific. perhaps the administrator would have a better idea but before i turn over to the administrator if that's okay with you, one issue we are concerned about is the carrier themselves should have the ability when they are comparing new hires and candidates to say here is somebody that seems to demonstrate less than adequate proficiency over a period of time, and here is another candidate that seems to be demonstrating much better profic