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NASA RELEASE: FERMI IMPROVES ITS VISION FOR THUNDERSTORM GAMMA-RAY FLASHES

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    NTSB CITES LACK OF BIRD STRIKE RESISTANT WINDSHIELD REQUIREMENTS IN FATAL CRASH OF HELICOPTER IN LOUISIANA

    FOR IMMEDIATE RELEASE: November 24, 2010
    SB-10-45

    NTSB CITES LACK OF BIRD STRIKE RESISTANT WINDSHIELD REQUIREMENTS IN FATAL CRASH OF HELICOPTER IN LOUISIANA

    The National Transportation Safety Board today released a final report on a fatal crash involving a transport-category helicopter caused by a bird strike. The Board said the lack of requirements for bird strike-resistant windshields contributed to the crash, and called on the FAA to develop such requirements.

    On January 4, 2009, a dual-engine Sikorsky S-76C++ helicopter (N748P), registered to and operated by PHI, Inc., crashed into marshy terrain near Morgan City, Louisiana approximately 7 minutes after takeoff from Amelie, Louisiana, on a charter flight to an oil rig in the Gulf of Mexico. Both pilots and 6 of the 7 passengers were killed in the crash.

    The aircraft had reached level cruise flight at 850 feet mean sea level and 135 knots when the cockpit voice recorder recorded a loud bang, followed by sounds consistent with rushing wind and a power reduction on both engines. The aircraft crashed several seconds later. Feathers and other bird debris were collected from the canopy and windshield of the aircraft. Laboratory analysis identified the remains as coming from a female red-tailed hawk; the average weight of such a bird is 2.4 pounds.

    The investigation revealed that the impact of the bird on the canopy just above the windshield near the engine control quadrant likely jarred the fire extinguisher T-handles out of their detents and moved them aft, pushing both engine control levers into or near the flight idle position, reducing fuel to both engines. The pilots were probably disoriented from the broken windshield and rushing air and were unable to react in time to maintain control of the helicopter.

    The helicopter was originally equipped with laminated glass windshields that complied with European bird-strike resistance standards. PHI replaced the windshields with lighter-weight, aftermarket cast acrylic windshields that did not have any bird-strike resistance standards.

    The NTSB determined that the helicopter crashed because of the sudden loss of power to both engines following the bird strike and the subsequent disorientation of the crewmembers. Contributing to the accident, the Board said, were the lack of FAA regulations and guidance requiring helicopter windshields to be resistant to bird strikes, the lack of protections that would prevent the T-handles from inadvertently dislodging out of their detents, and the lack of a master warning light and audible system to alert the flight crew of a low-rotor speed condition.

    Recommendations were issued to the FAA dealing with, among other things, the design of S-76C++ fire extinguisher T- handles and engine control quadrants, and similar designs of other helicopters, and of audible low-rotor alarm systems; certification standards for helicopter windshields; and simultaneous dual-engine power loss training for helicopter pilots.

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    August 2010 Passenger Airline Employment Down 1.7 Percent from August 2009

    Tuesday, October 19, 2010 – U.S. scheduled passenger airlines employed 1.7 percent fewer workers in August 2010 than in August 2009, the U.S. Department of Transportation’s Bureau of Transportation Statistics (BTS) reported today. This is the 26th consecutive decrease in full-time equivalent employee (FTE) levels for the scheduled passenger carriers from the same month of the previous year (Tables 1, 2). FTE calculations count two part-time employees as one full-time employee

    BTS, a part of the Research and Innovative Technology Administration, reported that the August FTE total of 377,835 for the scheduled passenger carriers was 6,469 below that of August 2009

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  • NTSB SENDS TEAM TO ASSIST GOVERNMENT OF JAMAICA IN AVIATION ACCIDENT

    NTSB Advisory
    National Transportation Safety Board
    Washington, DC 20594
    December 23, 2009

    The National Transportation Safety Board dispatched a team of investigators to assist the government of Jamaica in its investigation of an accident involving an American Airlines B737-800 (N977AN) yesterday evening. At approximately 10:00 pm local time, the aircraft, operating as flight 331 from Miami, Florida, overshot the end of the runway while landing at Kingston, Jamaica in heavy rain, crossed a road and stopped on a beach. There were 148 passengers on board, and 6 crew. Multiple injuries have been reported.

    NTSB Chairman Deborah A.P. Hersman has designated senior air safety investigator John Lovell as the U.S. Accredited Representative. The U.S. team will also include five NTSB aviation specialists as well as technical advisors from the Federal Aviation Administration, American Airlines, Boeing Aircraft Company, and GE Aircraft Engines.

    The investigation is being conducted by the government of Jamaica Civil Aviation Authority, which will release all information on the progress of the investigation. The agency’s phone number is (876) 960-3965; the agency’s email address is jcivav@toj.com.

    ###

    NTSB Media Contact: Keith Holloway
    (202) 314-6100
    hollowk@ntsb.gov

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    Boeing to Continue Providing F/A-18 Engineering Services to Royal Australian Air Force


    WILLIAMTOWN, New South Wales, Feb. 8, 2010 — Boeing Defence Australia, a wholly owned subsidiary of The Boeing Company [NYSE: BA], has been awarded a $1.5 million contract for the provision of engineering support services for the Royal Australian Air Force’s (RAAF) fleet of F/A-18A/B Hornet aircraft.

    The 30-month contract, managed by the Tactical Fighter Systems Program Office (TFSPO) at RAAF Base Williamtown, requires Boeing Defence Australia to deliver repair plans for faults uncovered during F/A-18A/B Hornet maintenance.

    “This contract maintains our F/A-18 engineering capability as it increases our overall business on the platform,” said Brad Hume, Boeing Defence Australia F/A-18 program manager.

    Boeing Defence Australia has delivered engineering support services to the TFSPO for the past six years. It also continues to perform Hornet Upgrade Phase 2.3, which involves upgrading the Electronic Warfare Self Protection Suite on 68 aircraft and modifying 76 wing pylons. Phase 2.3 is expected to be completed in 2012.

    “The RAAF’s decision to award this contract to us demonstrates their faith in Boeing’s ability to support the F/A-18 platform,” Hume said. “We will continue working closely with our customer to maintain the Hornet’s air combat capability.”

    Under the new contract, engineering services will now be delivered under Boeing Defence Australia’s Authorised Engineering Organisation (AEO) certificate.

    Boeing Defence Australia, a wholly owned subsidiary of The Boeing Company and a business unit of Boeing Defense, Space & Security, is a leading Australian aerospace enterprise. With a world-class team of nearly 2,000 employees at 13 locations throughout Australia and two international sites, Boeing Defence Australia supports some of the largest and most complex defense projects in Australia.

    A unit of The Boeing Company, Boeing Defense, Space & Security is one of the world’s largest defense, space and security businesses specializing in innovative and capabilities-driven customer solutions, and the world’s largest and most versatile manufacturer of military aircraft. Headquartered in St. Louis, Boeing Defense, Space & Security is a $34 billion business with 68,000 employees worldwide.
    # # #
    Contact:
    Sarah Wills
    Boeing Defence Australia
    +61 7 3306 3132
    sarah.e.wills@boeing.com

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  • IATA Press Release: Improvements

    Demand Improvements Continue in March – Expect Volcano-Related Dip in April
    Geneva – The International Air Transport Association (IATA) announced that March 2010 international scheduled air traffic showed continued strengthening of demand. Compared to March 2009, passenger demand was up 10.3%, while cargo demand grew 28.1%. Both are improvements from the 9.0% and 26.3% growth for passenger and freight demand recorded in February.

    These are strong gains, but the data is being compared to March 2009, which was the low point for international air travel during the recession. “March results show that the pace of the upturn is strong. But the trauma of the recession is not over. The industry has lost two years of growth, and passenger and freight markets are still 1% below early 2008 highs. Nonetheless, the pace of improvement, based on an improving global economic situation, is much faster than anybody would have expected even six months ago,” said Giovanni Bisignani, IATA’s Director General and CEO. IATA noted that the International Monetary Fund revised global GDP growth forecasts from 3.0% to 4.3% for 2010.

    With a 78.0% load factor recorded in March, passenger load factors remain at record highs. While demand expanded by 10.3% in March, capacity increases stood at 2.0%, boosting the load factor and creating much tighter supply and demand conditions. Global capacity remains 3-4% below pre-crisis levels.

    International freight markets are also experiencing tighter supply and demand conditions. The 28.1% improvement in demand outpaced the 5.3% capacity expansion in March. This drove freight load factors to 57.1% — the highest since November 2002 when international freight load factors stood at 58.8%.

    International Passenger Demand
    Regional demand patterns continue to reflect the asymmetrical nature of the economic rebound.

    • Asia-Pacific carriers posted strong demand growth of 12.6%, against a capacity expansion of 1.3%. The strength of the rebound in the region’s economies is supporting Asia-Pacific’s demand improvement. China’s economy grew by 11.9% in the first quarter while India’s economy is growing by 7.0%. There is also greater optimism for a return to economic growth in Japan.
    • European carriers posted traffic growth of 6.0%, considerably weaker than the global improvements, but better than the 4.0% growth in February. This is the result of sluggish home economies and continuing high unemployment rates. European carriers reduced capacity by 0.8% compared to the previous year.
    • North American carriers posted a traffic growth of 7.8%, lagging the global average, although considerably improved from the 4.4% recorded in February. Uncertainty over government budget cuts and tax increases is dampening demand for air travel, compared to other regions, particularly Asia-Pacific. North American carriers posted the highest load factor among the regions (81.6%) as a result of continuing careful capacity management.
    • Middle Eastern carriers recorded the strongest traffic growth at 25.9%. While economic growth of 5% in the region is supporting some of this increase, a large part is attributed to market share gains on long-haul markets, connecting passengers over Middle Eastern hubs. Load factors of 76.2% were slightly below the global average.
    • African carriers are now starting to see improving growth, having suffered market share declines for several years. During March, demand was up 13.6% and load factors grew to 67.4% for the month.
      Latin American carriers posted the weakest growth of any region, increasing only 4.6% in March. This is in sharp contrast to February when the region’s carriers grew by 8.5%. The reduction is largely due to the impact of the earthquake in Chile.

    International Cargo Demand

    Global air freight is now within 1% point of recovering to its previous high point of early 2008. International air freight volumes shrank by over one quarter during the second half of 2008. The upturn in the business inventory cycle has almost eliminated that decline, although the upturn for international air freight has taken twice as long as the collapse.

    Despite the sluggish US economy, North American carriers have seen an international freight rebound (+32.2%). Both export and import volumes are very strong in the emerging economies of Asia-Pacific (+34.1%) and in Latin America which recorded the strongest growth at 47.9%.

    European carriers showed the weakest improvement in freight demand at 11.7%, largely due to the slow economic recovery in the region.
    The strong traffic recovery is expected to show a dip in April as a result of the eruption of an Icelandic volcano in April that saw the shutdown of large portions of European airspace over a six-day period. “European carriers were already showing the weakest recovery from the financial crisis through March. The volcanic ash crisis hit the weakest part of the industry the hardest. The majority of the US$1.7 billion in lost revenues was by Europe’s carriers. Passenger confidence is not affected and we expect a quick rebound. The combined impact of lost business and added costs will certainly hit the bottom line,” said Bisignani.

    March Aviation Traffic Results

    Mar 2010 vs. Mar 2009 RPK Growth ASK Growth PLF FTK Growth AFTK Growth
    Africa 13.6% 11.0% 67.4 45.8% 8.9%
    Asia/Pacific 12.6% 1.3% 79.1 34.1% 12.5%
    Europe 6.0% -0.8% 78.1 11.7% -5.2%
    Latin America 4.6% -0.7% 73.3 47.9% 24.6%
    Middle East 25.9% 14.8% 76.2 35.5% 15.0%
    North America 7.8% 0.6% 81.6 32.2% -1.1%
    Industry 10.3% 2.0% 78.0 28.1% 5.3%
    YTD 2010 vs. YTD 2009 RPK Growth ASK Growth PLF FTK Growth AFTK Growth
    Africa 10.4% 8.2% 67.0 34.6% 7.4%
    Asia/Pacific 10.5% 0.3% 78.6 35.9% 11.1%
    Europe 4.3% -0.6% 75.7 10.3% -6.6%
    Latin America 8.2% 1.4% 77.0 40.3% 22.2%
    Middle East 25.0% 15.8% 75.1 34.0% 17.0%
    North America 5.0% -1.5% 78.4 31.6% -3.0%
    Industry 8.6% 1.6% 76.6 27.8% 4.0%

    Notes for Editors:

    • IATA (International Air Transport Association) represents some 230 airlines comprising 93% of scheduled international air traffic
    • Explanation of measurement terms:
      • RPK: Revenue Passenger Kilometres measures actual passenger traffic
      • ASK: Available Seat Kilometres measures available passenger capacit
      • PLF: Passenger Load Factor is % of ASKs used. In comparison of 2009 to 2008, PLF indicates point differential between the periods compare
      • FTK: Freight Tonne Kilometres measures actual freight traffi
      • AFTK: Available Freight Tonne Kilometres measures available total freight capacit
      • FLF: Freight Load Factor is % of AFTKs used
    • IATA statistics cover international scheduled air traffic; domestic traffic is not included
    • All figures are provisional and represent total reporting at time of publication plus estimates for missing data. Historic figures may be revised
    • International passenger traffic market shares by region in terms of RPK are: Europe 37.6%, Asia-Pacific 28.8%, North America 15.2%, Middle East 11.0%, Latin America 4.1%, Africa 3.3%
    • International freight traffic market shares by region in terms of FTK are: Asia-Pacific 44.9%, Europe 24.7%, North America 15.9%, Middle East 10.4%, Latin America 2.8%, Africa 1.3%
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    Southwest Airlines Announces 20 Firm Boeing 737-800 Deliveries in 2012

    DALLAS, Dec. 15, 2010 —

    Today, Gary Kelly, Southwest Airlines Chairman, President, and CEO spoke at the Wings Club in New York City and shared additional details on introducing the Boeing 737-800 to the Southwest fleet.

    Kelly announced the Company will substitute 20 of its 737-700 orders for -800s, with the first delivery scheduled for March 2012. With both its Pilots’ and Flight Attendants’ Unions ratifying their contracts to add the -800 to their current collective bargaining agreements, the Company is continuing to finalize discussions with the Boeing Company regarding substitutions of the -800s for the -700 positions, and configuration and equipage options.

    “The -800 represents many exciting opportunities for our Employees and our Customers,” Kelly said. “We are looking to the future and the -800 sets the stage to bring more destinations into the realm of possibilities for Southwest, to operate a more economical aircraft, and to offer better scheduling flexibility in high-demand, slot-controlled, or gate-restricted markets.”

    The current plan is to deliver these 20, 737-800 aircraft in full Extended-range Twin-engine Operational Performance Standards (ETOPS) configuration. The current configuration also includes the Boeing Company’s Sky Interior that offers a quieter cabin, improved operational security features, and LED reading and ceiling lighting.

    After nearly 40 years of service, Southwest Airlines (NYSE: LUV) continues to differentiate itself from other low fare carriers–offering a reliable product with exemplary Customer Service. Southwest Airlines is the nation’s largest carrier in terms of originating domestic passengers boarded, now serving 69 cities in 35 states. Southwest also is one of the most honored airlines in the world known for its commitment to the triple bottom line of Performance, People, and Planet. To read more about how Southwest is doing its part to be a good citizen, visit southwest.com/cares to read the Southwest Airlines One Report(TM). Based in Dallas, Southwest currently operates more than 3,100 flights a day and has nearly 35,000 Employees systemwide.

    Cautionary Statement Regarding Forward-Looking Statements

    This news release contains forward-looking statements related to Southwest’s plans and expectations regarding the introduction of the Boeing 737-800 to its fleet. These statements are forward-looking statements within the meaning of Section 27A of the Securities Act of 1933 and Section 21E of the Securities Exchange Act of 1934. These forward-looking statements are based on the Company’s current intent, expectations, and projections and are not guarantees of future performance. These statements involve risks, uncertainties, assumptions, and other factors that are difficult to predict and that could cause actual results to vary materially from those expressed in or indicated by them. Factors include, among others, (i) the impact of fuel prices and economic conditions on the Company’s overall business plan and strategies; (ii) consumer demand for air travel; (iii) actions of competitors, including without limitation pricing, scheduling, and capacity decisions, and consolidation and alliance activities; (iv) the impact of governmental regulations on the Company’s operations; and (v) other factors, as described in the Company’s filings with the Securities and Exchange Commission, including the detailed factors discussed under the heading “Risk Factors” in the Company’s Annual Report on Form 10-K for the fiscal year ended December 31, 2009, and under the heading “Forward-looking statements” in the Company’s Quarterly Reports on Form 10-Q for the quarters ended March 31, 2010, June 30, 2010, and September 30, 2010.

    www.southwest.com

    SOURCE Southwest Airlines

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