FIRST, IF HOLIDAY FLIGHT ANXIETY HITS, EVEN AT THE LAST
MINUTE, CALL 877 332-7359 OR 203 258-4803

If you call now, we can provide more help than we can at the last
minute.

==========

FLYING FOR THE FIRST TIME

Dear Capt Tom Bunn

Thank you for openning up the world to me, it was a great experience to
fly, I didn,t know what I was missing.I'm now ready to fly anywhere at any
time. I've also went on an enclosed elevator for the first time. Although I
had my ears pop I understand it is part of flying and this would never
stop me from flying. I have already recommended your course to my
friends.

Please thank Lisa for me.

Thanks again

==========

'I HOPE PEOPLE WHO ARE SKEPTICAL THAT READ THIS . . . .'

Tom,

I've been meaning to email you over the past two years but just never got to
it.

I am flying to Orlando tomorrow and it occurred to me as I was reading your
email that I have no pre-flight fear at all. I feel nothing, not even a
twinge.

It used to be that I would begin to freak out as soon as I made the
reservations until I actually returned home from the trip. I have two kids
and if I was flying without them, I would worry incessantly about what it
would be like if I died in a plane crash. Now, I don't even think about it
at all.

In fact, I know for sure without any doubt that when I get in the car I am
much more at risk than I would ever be in an airplane. Not that there isn't
risk associated with anything we do, but unless I close myself up in a
closet and refuse to walk out on the sidewalk I have to face risk everyday
(and yes, I know that a fire in the house is even more likely than a plane
crash!).

In terms of my kids, my goal is to make them confident and secure so they
never, ever feel unnecessarily afraid. I teach them that love goes with
them wherever they go; it is not 'out of sight out of mind'. Therefore, G-d
forbid if anything ever happened to me (not in a plane crash per se, but
anywhere) they will know that I love them and that they can survive and be
happy.

Anyway, thank you for helping me with my fear. The strange thing about it
is that not only is my fear gone, but I actually look forward to flying.
What's that about!!!?

And I hope people who are skeptical that read this will understand that this
program really does work - even with the most fearful flyers (which I used
to be).

Thanks again.

==========

'PLASTIC TED' (ON THE MESSAGE BOARD) IS A UAL A-320
PILOT AND POSTED INFO ON HOW DE-ICING IS DONE

Remove freezing stuff, keep it off, check again before take off.

In more detail , here's what the procedure is:

When the decision has been made to de-/anti-ice (de-ice to remove
what's already on the plane, anti-ice, if it's still snowing etc, or we expect
some more precip before we take off. So, if it's your average day of snow
falling at the airport, here's what's happening:

Before it's our turn, we follow the checklist to configure the airplane for
de-icing. that usually includes 'plugging' the holes, making sure air inlets
etc are closed to keep any fluid from entering the air conditioning system
because it's some smelly stuff they spray out there, and we don't want to
do that to ourselves.

When the ground crew is ready, the icing coordinator(s) will talk to us,
and the procedure vary from airport to airport, but if you listen to the air
traffic control radio and you happen to hear the 'Icehouse' or the 'Iceman'
talking, then you can home in on the action. At UAL, you normally don't
hear those conversations over 'Channel 9' because that function is only
hooked up to the radio we use to talk to the FAA ATC.

When the iceman is done spraying the airplane, they relay the following
information to us: They tell us what Type of fluid they sprayed the air-
plane with, they tell us the exact time the last application of fluid was
started and they report that the airplane is clear, as a formal confirmation
that they cleaned and inspected the airplane.

We write all that info down and then look at are the 'hold over tables.
They show a list of the various types and brand names available and
then list how long the fluids should be able to keep various types and
levels of precipitation from freezing on the plane.

The anti-ice fluids, mostly glycol based fluids are able to absorb and
keep additional snow etc that falls on the airplane from freezing for
certain periods of time.

There are many factors that influence this, and your crew, especially
your Captain has the final word on how to proceed. Crews are very
conservative in applying the hold-ver times that are published, and,
as a final verification, one of our pilots has to make a visual determina-
tion, within 5 minutes before actually taking off, that the wing in fact is
still 'clean', meaning that any new precipitation does not accumulate
on the wing. Either the First Officer or any dead heading or commuting
company pilot can do this verification and report to the Captain.

When he or she then is satisfied, only then they'll take off.

The fluid on the wing usually shears off the wing right around take off
speed, and during the initial climb, while some fluid always finds a place
in the wing or flap area to stick around for a while and you'll see some of
it depart the plane while in flight. The fluids are often colored, some
green, some amber or a bit reddish, depends on what type and brand is
being used.

Also, periodic engine run ups are performed during taxi and just before
take off, to shed any ice accumulation, although the engine anti-ice is on
all of the time, just in case...

That's it!

==========

LACK OF ABSOLUTE CERTAINTY CAN LEAD TO ANXIETY

The next story will upset you if you are trying - but having trouble at -
believing flying is absolutely safe.

When our skills are regulating anxiety are not so good, thinking about
safety as relative (instead of absolute) causes discomfort.

But absolute safety is a myth. Myths are for kids, not grownups. Sorry,
Santa, but after all, you don't have trouble with flying.

Is there a way to be 'grownup' in our thinking and still deal with anxiety?

Yes, that's what the SOAR Course is all about . . . about learning the
truth about flying, and learning to deal with the incredibly small risk
of flying on a modern jetliner.

Sooner or later dealing with this problem has to be done. Start now and
get the benefits now rather than later.

Call me at 877 332-7359 or just go ahead and order the DVDs at:

http://www.fearofflying.com/store.shtml

=========

AIRLINE MAINTENANCE FALLING THROUGH LEGAL LOOPHOLE

Note: remember, flying is the safest way to travel. And, remember, you
are safer on a plane than staying home doing your usual daily routine.

But we want to keep flying as safe as it is, and constructive criticism on
what can make it even better is a good thing.

Fortunately, we have a few people in government who are working to
do that. Here's the story.
http://www.oberstar.house.gov/index.asp?Type=B_PR&SEC={208A3559-EA39-4D41-B107-382ADDD432E9}&DE={F66F2B88-C2E6-4F80-97CC-8A4FBB48B694}

A new report from the Inspector General (IG) of the U.S. Department of
Transportation says more and more scheduled airline maintenance
work is being done at noncertificated repair facilities. The study also
found that there is no limit to the amount or types of maintenance
activities these facilities can provide. The report was released today
by Congressman James L. Oberstar, Ranking Democratic Member of
the House Transportation and Infrastructure Committee, who requested
the study.

U.S. airlines currently contract out more than 50 percent of their aircraft
maintenance work. Much of this work is done at independent facilities
that are certificated by the Federal Aviation Administration (FAA).
However, the study found that there is another segment of the industry
that is widely used by air carriers but is neither certificated nor routinely
reviewed by the FAA. While these non-certificated facilities have been
used for years for minor maintenance, the IG found that these facilities
are performing much more work that is critical to the airworthiness of
an aircraft but without the same oversight and regulatory requirements
as certificated repair facilities.

The FAA allows maintenance to be conducted at non-certificated
facilities as long as it is overseen by an FAA certified mechanic. The
IG found that relying on the expertise of an individual mechanic is an
inadequate substitute for work performed at a certificated repair station,
which is required to have more layers of oversight and quality control
for maintenance and repair. The IG also found that there was insuffic-
ient oversight of these non-certificated facilities by the FAA and the six
airlines covered by the study.

The study found that the FAA was not aware that these non-certificated
maintenance shops were being used increasingly for more than just
emergency repairs.

'Based on a phone survey of nine air carriers, FAA determined that
carriers only used non-certified repair facilities to perform limited
repair functions, such as welding. However, our review of 19 air
carriers disclosed that air carriers use domestic and foreign non-
certificated repair facilities to perform significantly more than just
basic repairs…(T)he number of non-certificated vendors approved
by the Air Transportation Oversight System (ATOS) air carriers to
perform aircraft maintenance ranged from 4 percent to 39 percent
of the total number of maintenance vendors,' the report states.

'I have said repeatedly that the FAA must require airlines to operate
at the highest level of safety,' Oberstar said. 'Airlines contract out this
maintenance work to save money, but with those savings we must
ensure that there is not an erosion of the margins of safety and a
greater risk to the traveling public and innocent souls on the ground.'

The report makes the following recommendations to the FAA to correct
the disparity between certificated and non-certificated repair stations:

inventory air carrier vendor lists and identify which non-certificated
facilities perform critical maintenance functions,

determine whether it should limit the type of work non-certificated
repair stations can perform;

expand its maintenance oversight program to include non-certificated
facilities if it is not going to limit the scope of work that such facilities
are going to perform;

review air carriers’ audit programs for non-certificated facilities and
the employees of these contracted facilities to ensure that they meet
the FAA and air carrier requirements; and

determine whether air carriers evaluate the background, experience,
and qualifications of temporary maintenance personnel

The Report, #AV-2006-031, is available on line at www.oig.dot.gov

==========

IF YOU WANT TO TAKE ACTION

To write your own representative about this issue, go to:
http://www.house.gov/writerep/

==========

WHAT DOES THIS REPORT MEAN TO YOU?

It continues to be important to choose an airline thoughtfully. All
airlines - except American Airlines - outsources maintenance. An
airline which has established a reputation for safety through a long
track record is more likely to protect that reputation by providing
adequate oversight of outsourced maintenance.

Flying with an airline with a pilots' union may provide an additional
measure of confidence. Backed by a pilots' union, captains can refuse
any plane if there is any question about its maintenance. (See story
below about Captain Otto at NAA.)

See the post on choosing an airline wisely on the message board at:
http://www.fearofflying.com/message.htm

==========

JURY AWARDS WHISTLE BLOWER CAPTAIN $12.5 MILLION

See:

http://newsroom.eworldwire.com/view_release.php?id=13335

A jury in Oakland CA decided against North American Airlines for the
wrongful termination of an airline captain who blew the whistle on
unsafe maintenance practices.

The plaintiff, Captain Randall Otto claimed he was suspended from
work after reporting a serious safety violation involving a Boeing 757
with an unresolved flight control problem.

A six week trial ended with the jury finding that NAA terminated the
captain in retaliation for whistle blowing and awarded over $5,500.000
in compensatory damages.

The six man, six woman jury found that the airline's conduct constituted
malice, oppression or fraud, and awarded $7,000,000 in punitive damages.

Attorney Patrick E. Bailey said, 'They were putting profits over safety and
rather than listen to their own captain, NAA tried to put a muzzle on Captain
Otto's safety complaints by firing him. The jury sent a loud and clear message
to NAA - don't put dollars over safety.'

Mark McMillin, general counsel for NAA is quoted as saying 'North American
Airlines has an impeccable safety record spanning 15 years of operations.
We believe the jury did not fairly take into account all of the evidence and
testimony we presented.'

See:

http://www.prnewswire.com/cgi-bin/stories.pl?ACCT=104&STORY=/www/story/12-20-2005/0004236989&EDATE=

==========

IS FLYING SAFE?

PHYSICALLY?

EMOTIONALLY?

It is physically safer than your usual daily routine. Emotionally safe?
That's another thing.

We can help you be thoroughly sure that it is OK for you to fly
emotionally and physically.

To get started, please just go to:

http://www.fearofflying.com/store.shtml