Public, government, national and international agencies
For violating the three hours limit for tarmac delays, American Eagle Airlines has been fined $900,000.
On May 29, American Eagle has became the first airline to earn the fine by leaving 608 passengers on the Chicago O’Hare International Airport for 225 minutes. Passengers were not provided the ability to deplane. Jet Blue which left 100 passengers on board for seven hours may be next in line for the fine.
Press Release:
In preparation for the upcoming winter storm season, U.S. Transportation Secretary Ray LaHood and FAA Administrator Randy Babbitt are convening a Forum on Wednesday, November 30 to find better ways to manage aircraft diversions. Participants in the forum will review a series of proposed steps to improve travel for passengers who are diverted from their destination because of bad weather.
“During severe weather situations, we want to do everything we can to make sure passengers are flown to airports that are ready and prepared and where passengers can get off the plane quickly,” said Secretary LaHood.
The forum will take place in Department of Transportation headquarters in Washington, D.C. and will include air traffic controllers, pilots, aircraft dispatchers, airport operators, and officials from other government agencies and the aviation community.
The participants will discuss all of the factors that influence diversion decisions and airport capacity in bad weather situations, including the status of navigation equipment, aircraft parking and gate availability, Customs capacity, refueling and de-icing assets, jetway and air stair access and general ramp operations and security.
“We can’t control the weather, but we can improve the way diversions are handled,” said FAA Administrator Randy Babbitt.
The FAA is asking forum participants to bring ideas and best practices to the discussion. The FAA is proposing a new, web-based airport status tool that would present real-time information about each airport during a severe weather event to help airlines make fully informed decisions about where to divert. The FAA is also proposing including more airports in daily strategic planning conference calls during severe weather events to improve the information flow about which airports can accommodate diversions and would encourage airport contingency plans.
The FAA recently launched a wildlife poster outreach campaign for the general aviation (GA) community — pilots, airport sponsors, mechanics, engine manufacturers, students at aviation schools, and aviation organizations — to increase wildlife strike reporting among this important segment of aviation. For the last 50 years, the FAA has worked to reduce wildlife strikes at airports and periodically conducts studies to gauge the effectiveness of its program. The latest study shows that the general aviation population accounts for only six percent of the total strikes reported, which is more than 100,000 reports. Through increased and concentrated educational outreach, the FAA hopes to close the reporting gap between the more than 2,000 GA airports and certificated airports that operate with an increased level of safety and oversight.
This year’s poster “Report Wildlife Strikes” depicts a caution sign with a bird inside and the simple message to report wildlife strikes. Copies of the poster have been delivered to the general aviation community and are designed to be placed in highly-used areas such as training rooms and break rooms.
The FAA wants to hear from airport sponsors why reporting is low and encourage them to work with the FAA to increase reporting and reduce wildlife strikes. The strike information will tell the airport sponsors and the FAA what types of wildlife are involved, the amount of damage to the aircraft, and how many strikes occur at general aviation airports annually. This information will allow the FAA to help airport sponsors develop wildlife mitigation plans to reduce wildlife strikes.
In addition to the poster outreach, the FAA encourages GA airports to conduct a wildlife hazard assessment to help airport sponsors understand and determine the wildlife hazards on their airports. The FAA may support GA airports by making Airport Improvement Program grants available to conduct an assessment.
Background
The FAA’s wildlife hazardmanagement program has been in place for more than 50 years and focuses on mitigating wildlife hazards on or near airports through habitat modification, harassment technology, and research.
FAA Wildlife Hazard Mitigation Efforts
The FAA has a number of initiatives underway.
Wildlife Strike Awareness Posters
Toencourage and increase wildlife strike reporting in the general aviation (GA) community, the FAA’s Office of Airports developed a “Report Wildlife Strikes” awareness poster 2011. As part of the outreach effort, the FAA printed and distributed approximately 12,000 posters to general aviation airports, aviation schools, other organizations and associations, and Part 139 certificated airports that receive an operating certificate from the FAA because they operate with an increased level of oversight and safety.
Wildlife Hazards at General Aviation Airports
As an additional part of the outreach effort, the Office of Airports encourages GA airports to conduct Wildlife Hazard Assessments to determine what, if any, wildlife mitigation is needed. The FAA may support GA airports by making Airport Improvement Program grants available to conduct an assessment.
Airport Cooperative Research Program (ACRP) Reports
The FAA provided funding and expertise for two Airport Cooperative Research Program reports, Bird Harassment, Repellent, and Deterrent Techniques for Use on and Near Airports (2011) and Guidebook for Addressing Aircraft/Wildlife Hazards at General Aviation Airports (2010). The reports are available on http://wildlife.faa.gov.
National Wildlife Strike Database Goes Public
On April 24, 2009, the FAA made its entire bird strike database available to the public. Over the last three years the FAA has received, 27,979 strike reports – 10,735 in 2009; 10,890 in 2010; and 6,354 through August 2011.
Wildlife Hazard Assessments
The FAA initiated rulemaking in June 2009 to make assessments mandatory whether or not an airport has had a triggering event. The FAA will publish a Notice of Proposed Rulemaking later this year for certificated airports.
Level of Reporting and Mandatory Reporting
Dr. Richard Dolbeer, wildlife hazard mitigation expert and former USDA National Coordinator for the Airport Wildlife Hazards Program, conducted a study on behalf of the FAA and issued a report in December 2009 that estimated that the number of reported strikes has increased from 20 percent during the period from 1990-1994 to 39 percent from 2004-2008 at certificated airports. Although the number of reports has increased, the number of damaging strikes has not. Dolbeer attributed this to the implementation of professionally-run wildlife hazard programs. Dolbeer determined the current level of reporting (39 percent) is statistically valid and is sufficient for the FAA to develop national trends and mitigation policies, making mandatory reporting unnecessary. However, Dolbeer noted that there is a reporting gap among GA airports. The FAA is working with the GA community, through educational outreach, to emphasize the importance of reporting strikes and to close the reporting gap.
Redesigned Web Site
The FAA redesigned the wildlife hazard web site to make it more user-friendly and to allow more advanced data mining. The site, http://wildlife.faa.gov, has search fields that enable users to find data on specific airports.
Online Strike Reporting
The FAA developed mobile application software to make strike reporting easier. The FAA also placed a Quick Response (QR) code scanner on the bottom of the 2011 “Report Wildlife Strikes” for smart phone users who have the QR application. Now, anyone can report a wildlife strike via the web or their personal data device.
Continuing Wildlife Hazard Efforts
Avian or Bird Radar Technology
In 2006, the FAA tasked the Center of Excellence for Airport Technology (CEAT) at the University of Illinois to develop and execute a performance assessment for commercially available avian radar. The FAA deployed the initial avian radar systems at Seattle-Tacoma and Whidbey Island Naval Station in 2007, Chicago O’Hare in 2009, and John F. Kennedy and Dallas-Fort Worth in 2010. The performance assessments will continue at these airports over the next two years. A new research effort will begin at the end of 2011 to examine the feasibility and practicality of pilots and air traffic controllers using bird radar data. The FAA published Advisory Circular 150/5220-25 Airport Avian Radar Systems in November 2010 as a performance specification that airports can use to competitively purchase bird radar systems.
FAA-Smithsonian Interagency Agreement
The Smithsonian identifies the bird species from remains after a strike. Bird identification helps airfield personnel implement habitat management programs and provides information so aircraft manufacturers can better design engines and aircraft to withstand the impact of likely bird collisions. The FAA provides financial support to the Smithsonian to identify bird remains from civil aviation bird strikes as a free-of-charge service to any U.S. registered aircraft, regardless of where the strike occurred, and foreign carriers if the strike occurred at a U.S. airport.
United States Department of Agriculture (USDA)
The FAA and the USDA collaborate on research to make airports safer by reducing the risks of aircraft-wildlife collisions. The research efforts include:
Methods for making airport habitats less attractive to species that are the most dangerous in terms of aircraft collisions.
Technologies for harassing and deterring hazardous species.
Ongoing research projects include the compatibility of growing biofuel crops on airport property, assessing the movement behavior of large birds using satellite telemetry, studying the response of geese to approaching objects, and reviewing deterrent technology such as loud acoustical devices to deter birds.
FAA Partnerships and Outreach
Bird Strike Committee USA
The FAA co-sponsors the Bird Strike Committee-USA as part of its continued public outreach and education effort to increase awareness within the aviation community about wildlife hazards.
Two weeks ago, we were disappointed to learn of internal documents released by Pinnacle Airlines Corp., parent company of Colgan Air, that were not provided to the NTSB during the course of our investigation into the February 12, 2009, crash of Colgan Air Flight 3407. The NTSB investigation began immediately after the crash and concluded with a public meeting on February 2, 2010.
Today, in a letter to Pinnacle Airlines Corp., the NTSB requested that the company make available any and all information regarding the training and technical qualifications of the Captain and First Officer on-board Flight 3407.
While the content of the newly released email exchanges appears to be consistent with information our investigators learned through other means during the course of the investigation, it is critical that the factual record of this accident be complete. The previously undisclosed documents do not appear to give reason for reconsideration of the NTSB’s final report and probable cause determination.
https://airflightdisaster.com/wp-content/uploads/2011/11/Demand_Letter_Pinnacle_110911.pdf
$160,000 in penalties may be levied against SkyWest Airlines.
Four passenger flights failed to follow cargo and baggage documentation procedures, resulting in weight, balance, cargo and baggage load data errors.
Four flights went out without a load manifest that accurately reflected the weight of the cargo and baggage, when the total weight of the aircraft was not computed under approved procedures, and when the aircraft were not loaded according to an approved load schedule.
SkyWest has paid civil penalties in eight similar previous cases.
The Federal Aviation Administration (FAA) has awarded a $2 million grant to San Diego International Airport to reduce the use of conventional fuels at the airport to improve air quality.
The grant through the FAA’s Voluntary Airport Low Emission (VALE) program is part of a major airport improvement project at San DiegoInternational Airport called “The Green Build.” The grant will enable the airport to install a land-side power unit and pre-conditioned air unit at each of 10 new aircraft gates, as well as seven air units at existing gates. The units will allow aircraft arriving at the gates to shut off their auxiliary power units and connect to a cleaner central heating and cooling system, saving fuel and reducing aircraft emissions on the ground.
LOS ANGELES – The Federal Aviation Administration (FAA) is proposing a $207,200 civil penalty against J.R. Simplot Company of Boise, Idaho, for alleged violations of Department of Transportation Hazardous Materials Regulations.
The FAA alleges Simplot offered a non-standard fiberboard box containing a five-gallon plastic jug of bactericide and fungicide to United Parcel Service (UPS) for transportation by air from Union Gap, Wash. to New Harmony, Utah, on Oct. 28, 2009.
According to U.S. Department of Transportation regulations, the mixture of hydrogen peroxide and peroxyacetic acids is classified as an oxidizer, which is a hazardous material.
The FAA alleges the package was not declared to contain hazardous materials and that the materials offered were not properly classed, described, packaged, marked, labeled and in proper condition for shipment under the hazardous materials regulations. Additionally, the agency alleges the quantity of liquid in the shipment exceeded the maximum amount that can be transported on a cargo aircraft.
Employees at UPS’s Ontario, California, sorting facility discovered the leaking package.
Simplot has 30 days from receipt of the FAA’s enforcement letter to respond to the Agency.
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National Transportation Safety Board
Washington, DC 20594
September 17, 2011
NTSB LAUNCHES TEAM TO AVIATION ACCIDENT IN RENO, NEVADA
Washington, DC – The National Transportation Safety Board islaunching a Go-Team to an aviation accident that occurred yesterday afternoon at the Reno Air Race in Reno, Nevada.
Howard Plagens will serve as the Investigator-in-Charge of the team. NTSB Board Member Mark Rosekind is accompanying
the team and will serve as the principal spokesman during the on-scene phase of the investigation.
Public Affairs Officer Terry Williams is also accompanying the team; he can be reached on-scene at 202-557-1350.
Formerly Colgan Air was under fire for long-distance commuting, crew-room sleeping and other fatigue-related factors that came to light after the crash of Continental Connection Flight 3407. Now the Federal Aviation Administration proposed a $1,892,000 civil penalty against Colgan Air of Manassas, Va. a subsidiary of Pinnacle Airlines, for allowing flight attendants to work on 172 revenue passenger flights when they were not properly trained to use the planes’ cabin fire extinguisher system.
“FAA rules on flight crew training are designed to help ensure the safety of passengers,” said U.S. Transportation Secretary Ray LaHood. “We require carriers to comply with all of our safety rules, and we will not hesitate to take enforcement action when they do not.”
The 84 newly-hired flight attendants worked flights on the Bombardier Dash 8-Q400 twin turbo-prop aircraft between Nov. 3 and Nov. 9, 2009 after the FAA told Colgan the flight attendants had not completed the required training.
The FAA inspected the carrier’s new-hire flight attendant training for the Q400 on Nov. 2, 2009. The FAA alleges the new Colgan flight attendants were trained with fire extinguishers used on the airline’s Saab 340s, which operate differently than those used on the Q400.
“The airlines have to properly train crewmembers on the use of emergency equipment,” said FAA Administrator Randy Babbitt. “The flight attendants’ primary responsibility is to know exactly how to handle emergency situations, and they can’t carry out that responsibility if they’re not properly trained.”
Colgan has 30 days from the receipt of the FAA’s enforcement letter to respond to the agency.
According to Colgan, “Colgan Air was using the same type extinguisher for both the Saab 340B and Q400 training, although the Q400 extinguisher has a hose. This occurred in November 2009, and all flights during this period were completed safely and Colgan remains in compliance with these requirements today.
The BEA has just formed the « Human Factors » working group whose creation was announced at the time of the publication of the third Interim Report on the investigation into the accident to the Rio-Paris flight on 1st June 2009.
This working group’s objective is to analyze all aspects connected to the conduct of the flight:
Crew actions and reactions during the last three phases of the flight described in the third Interim Report, in particular in relation to the stall warning;
Cockpit ergonomics;
Man-machine interfaces.
This working group is made up of seven experts:
Three BEA investigators specializing in human factors;
A psychiatrist specializing in risk analysis;
A human factors aviation consultant;
A type-rated A330 pilot;
An A330 test pilot.
The BEA may call on other experts from time to time and will consult Airbus and Air France when required.
The group’s work will begin very soon and should be completed by the end of December 2011. Its thinking will take into account input from both the «Operations» and the «Airplane Systems» groups.
All of the work carried out will be included in the Final Report, which will establish the causes of the accident, whose publication is planned for the first half of 2012.
WASHINGTON – As part of the continuing investigation into the 2010 rapid decompression that occurred following a fuselage rupture aboard an American Airlines flight shortly after departing Miami, Florida, today the National Transportation Safety Board (NTSB) opened its public docket.
On October 26, 2010, American Airlines flight 1640, a Boeing 757-223, while climbing through 32,000 feet, experienced a rapid decompression. The crew executed an emergency descent back to Miami International Airport and landed the aircraft without further incident. There were no injuries to the 6 crewmembers and 154 passengers.
A ground inspection of the airplane shortly after it landed in Miami revealed a section of the fuselage crown skin, measuring approximately 18 inches by 7 inches, had ruptured just above and aft of the forward left passenger door.
Included in the documents released today are a summary of the cockpit voice recorder and reports from the metallurgy and airworthiness groups.
The information contained in the docket is factual in nature and does not provide any analysis.
Additional material will be added to the docket as it becomes available. Analysis of the accident, along with conclusions and a determination of probable cause, will come at a later date when the final report on the investigation is completed.
WASHINGTON — NASA spacecraft observations and new data processing techniques are giving scientists better insight into the evolution and development of solar storms that can damage satellites, disrupt communications and cause power grid failures on Earth.
The solar storms, called Coronal Mass Ejections (CMEs), are being observed from NASA’s twin Solar Terrestrial Relations Observatory, or STEREO, spacecraft launched in 2006. The duo represents a key component within a fleet of NASA spacecraft that enhance the capability to predict solar storms.
Previous spacecraft imagery did not clearly show the structure of a solar disturbance as it traveled toward Earth. As a result, forecasters had to estimate when storms would arrive without knowing the details of how they evolve and grow. New processing techniques used on STEREO data allow scientists to see how solar eruptions develop into space storms at the Earth.
“The clarity these new images provide will improve the observational inputs into space weather models for better forecasting,” said Lika Guhathakurta, STEREO program scientist at NASA Headquarters in Washington.
CMEs are billion-ton clouds of solar plasma launched by the same sun explosions that spark solar flares. When they sweep past Earth, they can cause auroras, radiation storms that can disrupt sensitive electronics on satellites, and in extreme cases, power outages. Better tracking of these clouds and the ability to predict their arrival is an important part of space weather forecasting.
Newly released images from cameras on the STEREO-A spacecraft reveal detailed features in a large Earth-directed CME in late 2008, connecting the original magnetized structure in the sun’s corona to the intricate anatomy of the interplanetary storm as it hit the planet three days later. When the data were collected, the spacecraft was more than 65 million miles away from Earth.
The spacecraft’s wide-angle cameras captured the images. They detect ordinary sunlight scattered by free-floating electrons in plasma clouds. When these clouds in CMEs leave the sun, they are bright and easy to see. However, visibility is quickly reduced, as the clouds expand into the void. The clouds are about one thousand times fainter than the Milky Way, which makes direct imaging of them difficult. That also has limited our understanding of the connection between solar storms and the coronal structures that cause them.
“Separating these faint signals from the star field behind them proved especially challenging, but it paid off,” said Craig DeForest, scientist at the Southwest Research Institute in Boulder, Colo. and lead author of an Astrophysical Journal article released online yesterday. “We have been drawing pictures of structures like these for several decades. Now that we can see them so far from the sun, we find there is still a lot to learn.”
These observations can pinpoint not only the arrival time of the CME, but also its mass. The brightness of the cloud enabled researchers to calculate the cloud’s gas density throughout the structure, and compare it to direct measurements by other NASA spacecraft. When this technique is applied to future storms, forecasters will be able to say with confidence whether Earth is about to be hit by a small or large cloud, and where on the sun the material originated.
STEREO’s two observatories orbit the sun, one ahead of Earth and one behind. They will continue to move apart over time. STEREO is the third mission in NASA’s Solar Terrestrial Probes program. The program seeks to understand the fundamental physical processes of the space environment from the sun to Earth and other planets.
The STEREO spacecraft were built and are operated for NASA by the Johns Hopkins University Applied Physics Laboratory in Laurel, Md. NASA’s Goddard Space Flight Center in Greenbelt, Md., manages the mission, instruments and science center. The STEREO instruments were designed and built by scientific institutions in the U.S., UK, France, Germany, Belgium, Netherlands, and Switzerland.
FAA Press Release:
FORT WORTH, Texas – The Federal Aviation Administration (FAA) is proposing $155,000 in civil penalties against American Eagle Airlines of Fort Worth, Texas for allegedly operating eight flights with incorrect weight and balance data, and for using improper maintenance procedures when repairing a jet engine and then operating the aircraft when it was not in compliance with FAA regulations.
FAA inspectors observed 12 American Eagle flights arriving at Dallas/Fort Worth International Airport, Dec. 28-29, 2010. In eight instances, loading documents for checked luggage did not match observations made by the inspector.
American Eagle’s FAA-approved weight and balance program calls for the use of an automated Electronic Weight and Balance System (EWBS) to make sure aircraft are operated with correct weight and balance information. However, accurate data must be entered for the EWBS to function properly.
Operators may not exceed an aircraft’s weight limit when loading the plane and the weight must be distributed so that the aircraft remains in balance during the flight. The FAA alleges American Eagle entered inaccurate data in the EWBS, then operated the aircraft with incorrect weight and balance information. The proposed civil penalty is $80,000.
The FAA also alleges American Eagle used improper procedures to repair an engine on one of its Embraer 135 regional jets, and that a mechanic signed off as “complete” on work he had not performed. As a result, American Eagle operated the aircraft on 34 flights between Sept.11 and Sept. 17, 2010, when it was not in compliance with regulations. The proposed civil penalty is $75,000.
American Eagle has 30 days from the receipt of the FAA’s enforcement letters to respond to the agency.
The National Transportation Safety Board is devoting two days at its Training Center to offer guidance to aviation public affairs professionals on how to most effectively manage emergency communications following a major aircraft accident or incident.
The training will be offered on October 13-14, 2011, at the NTSB Training Center in Ashburn, Virginia, (near Washington, D.C.) and is aimed at communications professionals working with airports, airlines and corporations with aviation departments.
Representatives from the NTSB Office of Public Affairs will explain the process by which investigation-related information is verified and released to the news media and the family members of those affected by a major accident.
Members of the national news media will be there to discuss how previous accidents have been covered and to talk about how social media is changing how breaking news is disseminated and consumed. Airport and airline communications professionals will provide case studies on how communications during previous aircraft incidents and accidents were handled.
Those interested in learning more should see the complete description of the training, registration information, and cost to attend at: http://go.usa.gov/KGO
A one-day version of this course is also available outside of Washington for groups of 10 or more. For details, see the course description at: http://go.usa.gov/KGc
WASHINGTON – Deborah Hersman was officially sworn in today for a second two-year term as NTSB chairman. She became chairman on July 28, 2009. She was nominated for the second term by President Barack Obama on June 28, 2011, and confirmed by the U.S. Senate on August 2, 2011.
“I am deeply honored to continue serving as chairman of the NTSB,” Hersman said. “It has been a privilege to lead this remarkable organization with its dedicated and professional employees. I look forward to continuing to work with my fellow board members and the staff to make transportation safer for our citizens.”
Her term as chairman ends on August 3, 2013. She is concurrently serving a second five-year term as board member, which runs through December 31, 2013.
Washington – The National Transportation Safety Board launched a team of investigators today to assist the government of Guyana with its investigation into yesterday’s accident at Cheddi Jagan International Airport, Georgetown, Guyana, involving a scheduled passenger flight.
On July 30, 2011, at approximately 1:25 am (EDT), Caribbean Airlines flight 523, (Trinidad & Tobago registration 9Y-PBM), en route from Trinidad to Guyana, overran the runway during landing at Cheddi Jagan International Airport in Guyana. Preliminary information from the Guyana Civil Aviation Authority (CAA) indicated that one serious and multiple minor injuries were reported aboard the Boeing 737-800, carrying 156 passengers and six crewmembers.
The NTSB designated Bob Benzon as the U.S. Accredited Representative. He will lead the U.S. team, which includes seven NTSB staff with expertise in operations, meteorology, airworthiness, survival factors, and aircraft performance as well as representatives from the Federal Aviation Administration and Boeing. The team is scheduled to arrive in Guyana this evening.
The Guyana CAA is leading the accident investigation. The accident aircraft recorders have been recovered and, at the request of the CAA, will be transported to NTSB headquarters in Washington, DC to be downloaded.
U.S. Transportation Secretary Ray LaHood and Federal Aviation Administration Administrator Randy Babbitt joined with local contractors and construction workers at LaGuardia Airport on Monday to demand that Congress pass an FAA bill before getting on airplanes to fly away for vacation.
Since Congress allowed the FAA’s last extension to expire on July 22, dozens of construction projects across the country have been issued “stop work orders,” including a $6 million project to demolish the decommissioned FAA Airport Traffic Control Tower at LaGuardia International Airport that employed 40 New York area workers. Other workers nationwide have similarly been forced to stop work on critical airport modernization projects, and nearly 4,000 FAA employees, many needed to oversee these projects, have been furloughed.
“Members of Congress should not get on a plane to fly home for vacation without passing an FAA bill and putting thousands of people back to work,” said U.S. Transportation Secretary Ray LaHood. “Congress needs to do its job for the good of these workers, for the good of our economy and for the good of America’s aviation system.”
FAA Administrator Randy Babbitt said, “Every day this goes on, we fall further behind. We need our 4,000 FAA employees and tens of thousands of construction workers back on the job so we can get critical projects moving again while it’s still construction season. Congress must act quickly before leaving for the August recess.”
“It wasn’t easy telling my construction workers we’ve been shut down because of a fiscal situation in Washington,” said Luca Toscano, Vice President of Paul J. Scariano Inc. and contractor on the LaGuardia airport project. “Some of these guys just got back to work after a long time, and their benefits have all expired. So for them this is like running into a brick wall, and they’re asking me, ‘How do we explain this to our families?’ I don’t know what to say to them.”
“No doubt there are important policy questions that need to be resolved with the aviation legislation,” said Stephen E. Sandherr chief executive officer of the Associated General Contractors of America. “But construction workers shouldn’t have to suffer because Washington hasn’t figured out a way to work out its differences.”
“Because Congress has failed to pass an FAA extension, New York has lost access to millions of dollars for airport construction projects that would employ hundreds of construction workers. These have been tough times for the construction industry and workers have been hardest hit. For the sake of workers across the country who have already lost a week’s pay because of Congress’ inaction, we need an extension now,” said Paul Fernandes, Building and Construction Trades Council of Greater New York Chief of Staff.
Without a reauthorization, the FAA is unable to get roughly $2.5 billion out the door for airport projects in all 50 states that could put thousands of people to work in good paying jobs. In addition to the nearly 4,000 FAA employees in 35 states, and the District of Columbia and Puerto Rico who have been furloughed and forced to go without pay, Associated General Contractors (AGC) estimates that 70,000 construction workers and workers in related fields have been affected.
The FAA’s previous extension expired at midnight on Friday, July 22. Since then, more than 200 “stop work orders” have been issued for airport construction projects and contracts around the country. While the flying public will be unaffected and safety will not be compromised, stopping work on these projects will significantly increase the ultimate costs of construction for taxpayers and could delay important programs.
WASHINGTON – The National Transportation Safety Board will hold a
photo availability on Tuesday, August 2, 2011 of the flight data recorder
and cockpit voice recorder from Caribbean Airlines flight 523, which
crashed during landing on Saturday July 30, 2011 in Georgetown,
Guyana.
Event: Photo Availability
Date/Time: Tuesday, August 2, 2011 at 11:30 a.m. (EDT)
Location: NTSB Headquarters
6th Floor
490 L’Enfant Plaza SW, Washington, DC, 20594
Note: This is a photo availability only – no interviews will be conducted.
Guyana’s Civil Aviation Authority is leading the investigation.
The BEA sent this letter to the president of the Inquiry committee, the Ministries of Communications of Moroni, New technology, Transportation and tourism (Loosely translated. For the original, click the link below the letter):
Re: Yemenia Flight 626
Monsieur President,
I have read the first progress report on flight IY626 that crashed June 29, 2009 during the landing procedure at the airport in Moroni. This report is dated June 25, 2011 but has not, to my knowledge been released to date.
This report contains the facts that for the most part, were already available three months after the accident.
However, the BEA addressed you in May 2010 regarding the publication of a progress report in the context of the first anniversary of the accident. This note has been taken into consideration after a year.
No action improving safety of flights has been recommended by your Commission which is the Commission’s responsibility.
I recall that France, through the intermediary of BEA, has been deeply involved in this investigation. The underwater research was funded by France for $ 3 M.
The fact that the commission has not yet begun to use the information collected from its recorders, two years after reading them. This is inacceptible.
I urge you that the investigation that you lead henceforth be conducted with diligence and in accordance with international provisions.
I would be grateful for the Chairman of the Commission of Inquiry to please ensure that is has established a plan to lead to the publication of a final report within the best times.
In the meantime, I urge you to accept the assurances of my highest consideration.
Director of the BEA
Jean-Paul Troadec
The 20th temporary extension of the Federal Aviation Administration expires in days.
The House passed a bill threatened by a presidential veto, and the FAA may be shut down midnight Friday, and end “Essential Air Service” to 13 cities.
Thirteen airports are targeted to lose their EAS subsidies.
Press Release – Transportation Secretary Ray LaHood Urges Swift Action by Congress on FAA Bill
July 20, 2011
WASHINGTON – Transportation Secretary Ray LaHood and Federal Aviation Administration Administrator Randy Babbitt called on Congress today to pass a clean extension of the FAA’s authorization in order to avoid airport project construction delays and employee furloughs. The current FAA reauthorization expires at midnight this Friday, July 22, 2011. LaHood and Babbitt said they oppose the House bill because it includes controversial provisions that needlessly threaten critical FAA programs and jeopardize thousands of public and private sector jobs.
“Congress needs to stop playing games, work out its differences, and pass a clean FAA bill immediately. There is no excuse for not getting this done,” said Secretary LaHood. “Important programs and construction projects are at stake. This stalemate must be resolved.”
Secretary LaHood also said, “I want to reassure the flying public that, during this period, safety will not be compromised.”
“We are going to be forced to furlough valuable FAA employees unless this situation is resolved quickly,” said FAA Administrator Babbitt. “These employees do everything from getting money out the door for airport construction projects, to airport safety planning and NextGen research. We need them at work.”
If Congress does not extend the FAA’s authorities approximately 4,000 employees will be furloughed beginning Saturday July 23, 2011. Without the appropriate authority, taxes will not be deposited into the Trust Fund to pay some FAA employees. Employees who are paid out of the Trust Fund handle a variety of functions including: airport safety and engineering standards; airport safety planning; the Airport Improvement Program, which administers construction project grants to airports; and Research, Engineering, and Development, which includes NextGen research and testing.
Congress has extended the FAA’s authorization 20 separate times.
Without a full year extension, FAA will be unable to move forward on more than $600 million in airport construction projects that include good paying jobs for local communities across the country. Some of these projects include:
GulfportBiloxi International Airport: proceed with construction of a terminal building expansion, rehabilitation runway lighting, rehabilitation of a taxiway, and rehabilitation of an access road.
RichmondInternational Airport: proceed with construction of a new apron for terminal concourse A.
Dallas/Fort Worth International Airport: proceed with construction of taxiway Y and Z rehabilitation.
LaredoInternational Airport: proceed with the rehabilitation of the Engineered Material Arresting System which will help protect passengers if an aircraft leaves the runway.
Additionally, during each of the previous 20 short term extensions, the FAA’s Airport Improvement Program has only received small portions of its $3.5 billion in grant money.
As a result, states and airports have been left waiting to plan projects or begin construction since the total amount available is unknown. Some projects that are already underway are being constructed in stages and the total cost of the project will likely be higher as a result of that approach.
For example, in Wisconsin, the state has delayed accepting construction bids until officials know how much federal funding is available. Unless the FAA receives a longer extension, projects in Wisconsin could be delayed into next year since the construction season will start to wind down at the end of the summer.
Click to see video
Southwest just reported that El Paso-Phoenix jet that landed at 9:30 p.m. in Phoenix with one engine did so because of an engine exhaust problem. Good for them for catching it.
This was certainly less of an issue that the April 1 2011 surprise, the fuselage rupture in the roof of the Southwest Phoenex-Sacramento flight. That fifteen year old plane lost pressure (kind of a given, one would think, with a huge hole in the roof) and had to make an emergency landing in Yuma, 150 miles southwest of Phoenix. There were no injuries except to Southwest’s reputation.
On April 4, the FAA sent out a letter mandating operators of specific early Boeing 737 models to conduct initial and repetitive electromagnetic inspections for fatigue damage.
The NTSB is investigating. And all of the onus is not on Southwest–it’s also on Boeing, as they examine that
Southwest is a busy airline operator. The stats of take offs and landing every 24 hours must be staggering. Their 737s are renowned workhorses that don’t tire, but they have to be taking a beating.
Let’s not wait for something terrible to happen. Let’s double on maintenance. Let’s do the footwork to prevent another metal fatigue occurrence to happen again, busting a hole in the fuselage at 36,000 feet.
Audio, Documents Detailing Southwest Emergency Released: MyFoxPHOENIX.com
The National Transportation Safety Board determined today that the cause of the March 2009 deadly crash of a Pilatus airplane was a series of operational errors made by the pilot. The pilot failed to ensure that a fuel system icing inhibitor (FSII), commonly referenced by the brand name “Prist”, was added to the fuel prior to the accident flight.
The pilot also failed to take appropriate remedial actions, including diverting to a suitable airport, after the airplane warning systems indicated a low fuel pressure state that ultimately resulted in a significant lateral fuel imbalance. And, the pilot lost control while maneuvering the left-wing heavy airplane near the approach end of the runway.
“The pilot’s pattern of poor decision making set in motion a series of events that culminated in the deadly crash,” said NTSB Chairman Deborah A. P. Hersman. “Humans will make mistakes, but that is why following procedures, using checklists and always ensuring that a safety margin exists are so essential – aviation is not forgiving when it comes to errors.”
On March 22, 2009, at about 2:32 pm (MDT), a Pilatus PC-12/45, N128CM, crashed about 2,100 feet west of runway 33 at Bert Mooney Airport (BTM) in Butte, Montana. The flight departed Oroville Municipal Airport in Oroville, California, en route to Gallatin Field in Bozeman, Montana but the pilot diverted to Butte for unknown reasons. The pilot and the 13 passengers were fatally injured and the aircraft was substantially damaged by impact forces and a post-crash fire. The airplane was owned by Eagle Cap Leasing of Enterprise, Oregon, and was operating as a personal flight under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed at the time of the accident.
During the investigation, the NTSB determined that the pilot did not add a fuel system icing inhibitor when the airplane was fueled on the day of the accident. The Pilatus flight manual states that a fuel system icing inhibitor must be used for all flight operations in ambient temperatures below 0 degrees Celsius to prevent ice formation in the fuel system. The NTSB concluded that the airplane experienced icing in the fuel system which resulted in a left-wing-heavy fuel imbalance. The increasing fuel level in the left tank and the depletion of the fuel from the right tank should have been apparent to the pilot because that information was presented on the fuel quantity indicator. This should have prompted the pilot to divert the airplane to an airport earlier in the flight as specified by the airplane manufacturer.
The NTSB issued recommendations to the Federal Aviation Administration and the European Aviation Safety Agency, to require fuel filler placards and guidance on fuel system icing prevention.
TSB Identification: CEN10FA465
14 CFR Part 91: General Aviation
Accident occurred Friday, July 23, 2010 in Ludington, MI
Aircraft: CESSNA U206F, registration: N82531
Injuries: 4 Fatal,1 Minor.
On July 23, 2010, at 1017 eastern daylight time (edt), a Cessna U206F, N82531, sustained substantial damage when it was ditched in Lake Michigan about 5 miles west of Ludington, Michigan, after a loss of engine power. The airplane was owned and operated by the pilot as a personal flight under 14 Code of Federal Regulations Part 91. It departed the Gratiot Community Airport (AMN), Alma, Michigan, at 0850 and was en route to Rochester International Airport (RST), Rochester, Minnesota. The single-engine airplane was over Lake Michigan at 10,000 feet above mean sea level (msl) when the engine lost power. The pilot reversed course but was unable to reach the shore, and he ditched the airplane. The pilot survived and was rescued by a fishing boat about 38 minutes later. The pilot rated passenger and three other passengers did not survive. Visual meteorological conditions prevailed at the time of the accident. An instrument flight rules (IFR) flight plan was activated.
(Full)
HISTORY OF FLIGHT
On July 23, 2010, at 1017 eastern daylight time (edt), a Cessna U206F, N82531, sustained substantial damage when it was ditched in Lake Michigan about 5 miles west of Ludington, Michigan, after a loss of engine power. The airplane was owned and operated by the pilot as a personal flight under 14 Code of Federal Regulations Part 91. It departed the Gratiot Community Airport (AMN), Alma, Michigan, at 0850 and was en route to Rochester International Airport (RST), Rochester, Minnesota. The single-engine airplane was over Lake Michigan at 10,000 feet above mean sea level (msl) when the engine lost power. The pilot reversed course but was unable to reach the shore, and he ditched the airplane. The pilot survived and was rescued by a fishing boat about 38 minutes later. The pilot rated passenger and three other passengers did not survive. Visual meteorological conditions prevailed at the time of the accident. An instrument flight rules (IFR) flight plan was activated.
On July 23, 2010, about 0659, the pilot rated passenger called the Princeton Automated Flight Service Station to obtain a weather brief and to file an IFR flight plan. The briefer informed him that there was an airmen’s meteorological information (AIRMET) for IFR conditions for the entire route of flight that was valid until about 1100 – 1400. There was a Convective significant meteorological information (SIGMET) to the south that paralleled the route of flight. The briefer reported that the winds aloft were from 260 degrees at 41 knots at 9,000 feet, and 270 degrees at 35 knots at 12,000 feet. The pilot rated passenger filed the flight plan and identified the flight as a “lifeguard” flight.
The pilot reported that the purpose of the flight was to take one of the passengers to the Mayo Clinic in Rochester, Minnesota, for medical treatments. The flight was a personal flight and was not associated with a charity organization. The patient and his wife were seated in the aft seats, seats 5 and 6. The patient’s doctor was sitting in the middle row on the left in seat 3. The pilot was in the left front seat and the pilot rated passenger was in the right front seat, seat 2. The fuel tanks were filled to capacity the night before the flight. The pilot reported that after climbing to 10,000 feet msl, he leaned the fuel mixture to approximately 14 gallons per hour (gph).
The pilot reported that all of the instrument readings were within normal limits as they crossed the shore near Ludington, Michigan. The head winds were about 40 knots “directly on the nose.” Near mid-point over the lake (about 24 statute miles from the shoreline), the engine began to misfire and lose power, with the fuel flow dropping to about 11 gph. The pilot attempted to regain power by pushing in the mixture control to full rich but without effect. About 1005, the pilot contacted the Minneapolis Air Route Traffic Control Center (ARTCC) and reported that the airplane was losing power. He reversed course toward the Michigan shoreline. The fuel flow dropped to about 8 gph. The pilot switched fuel tanks and adjusted the mixture control in and out to try to regain power. He attempted to prime the engine but that had no effect. He reported that he turned on the high boost pump and got a short burst of power for about 30 – 45 seconds, but then the engine “failed completely.”
The airplane descended through a cloud layer. About 1012, the airplane was about 12 miles from Ludington and about 2,300 feet above mean sea level (msl) and the airplane was still in the clouds. The surface weather at Ludington indicated that the cloud bases were at 1,800 feet msl. The pilot reported that they had a few minutes before water impact after breaking out of the clouds, so he had everyone don and inflate their life vests. Before impact, the pilot unlatched the pilot’s door on the left side of the airplane, and he had the front door of the rear cargo door unlatched. The pilot reported that he did not lower the flaps since the cargo doors would not open if the flaps were extended.
The pilot reported that when he ditched the airplane, either the tail or the landing gear hit the water as he pulled up to go over a swell. The airplane pitched forward, flipped over on its back, and began to fill with water. The pilot unbuckled his seat belt and shoulder harness, fell a short distance, pushed the door open, and got out. He reported that the airplane was sinking rapidly. He saw the right seat passenger and the doctor in the water. A wave hit the pilot and when he resurfaced “everything was gone.” He kept yelling but got no response. He eventually started to swim toward the shoreline. About 30 minutes later a US Coast Guard helicopter flew over him but they did not spot him. A few minutes later a fishing boat spotted him and rescued him from the water. He was transferred to a Coast Guard vessel and was taken to shore.
Using side scanning sonar, the Michigan State Police Dive Team located the airplane in about 173 feet of water on July 30. The dive team recovered all the bodies, with the last body being recovered on the morning of August 1, 2010.
The airplane was found resting on its main landing gear on the sandy lake bottom. The airframe and engine were separated by the water impact. Both were raised to the surface by a local commercial recovery service on August 1, 2010. The airframe and engine were taken to a local facility where the National Transportation Safety Board (NTSB) conducted its on-site investigation.
PERSONNEL INFORMATION
The 66-year-old pilot held a private pilot certificate with a single-engine land and airplane instrument ratings. He reported that he had 2,660 total flight hours with 1,200 hours in a Cessna 206. He had logged 25 hours of flight time in the last 90 days, and 7 hours in the last 30 days. He held a third-class medical certificate that was issued in November 2008.
The pilot reported that he had flown similar “lifeguard” flights in the airplane with the pilot rated passenger in the past. He reported that the pilot rated passenger performed copilot duties when he flew with him. The pilot rated passenger also owned an airplane. When they flew in the pilot rated passenger’s airplane, the accident pilot would perform copilot duties.
The 70-year-old pilot rated passenger held a private pilot certificate with a single-engine land and airplane instrument ratings. He held a third-class medical certificate that was issued on November 17, 2009. He had 2,150 hours of total flight time at the time of his medical examination.
AIRCRAFT INFORMATION
The airplane was a single-engine Cessna U206F, serial number U-206-01734, manufactured in 1972. It was designed to seat six and it had a maximum gross weight of 3,600 pounds. The airplane was equipped with a pilot (left) side door and a clamshell rear door serving the back two rows of seats. The accident airplane had its middle, right seat (Seat 4) removed. The engine was a 300-horsepower Continental IO-520-F3B, serial number 280171R.
Annual Inspections
The airplane’s maintenance logbooks indicated that four different inspection authorization (IA) mechanics had conducted the required annual maintenance inspections on the airplane within the last ten years. The logbooks indicated that the same IA mechanic had performed the last three annual maintenance inspections. On September 27, 2007, the IA mechanic performed his first annual maintenance inspection of the airplane. The total airframe time was 3,893.4 hours. His second annual inspection of the airplane was conducted on October 1, 2008, and the airplane had a total time of 3,908.1 hours. The last annual maintenance inspection was conducted on November 5, 2009, and it had a total time of 3,938.0 hours. At the time of the accident, the airplane had flown 7.5 hours since the last inspection and had a total time of 3,945.5 hours.
FAA inspectors interviewed the IA mechanic concerning the annual maintenance inspections he had conducted on the accident airplane. According to the FAA inspectors, the IA mechanic reported that he used the inspection checklists provided by the pilot/owner in order to conduct the annual maintenance inspections. The pilot/owner provided the IA mechanic with the Cessna Service Manual for “Stationair Series, Skywagon 206 Series and Super Skylane Series, 1969 thru 1971.” The service manual indicated the items that needed to be inspected during a 50-hour inspection and 100-hour (annual) inspection. In the section of the checklist covering the “Engine Compartment,” Item 29 states that the “Fuel-air control unit screen” is required to be checked during every 100-hour inspection. In the section of the checklist covering the “Fuel System,” Item 2 states that the “Fuel strainer screen and bowl” is required to be checked during every 100-hour inspection.
The Cessna Service Manual provides the following information about the fuel strainer:
“Section 13-42. FUEL STRAINER DISASSEMBLY. (See figure 13.9.) To disassemble and assemble the strainer, proceed as follows:
a. Turn off fuel selector valve.
b. Disconnect strainer drain tube and remove safety wire, nut, and washer at bottom of filter bowl and remove bowl.
c. Carefully unscrew standpipe and remove.
d. Remove filter screen and gasket. Wash filter screen and bowl in solvent (Federal Specification P-S-661, or equivalent) and dry with compressed air.
e. Using a new gasket between filter screen and top assembly, install screen and standpipe. Tighten standpipe only finger tight.
f. Using all new O-rings, install bowl. Note that step-washer at bottom of bowl is installed so that step washer seats against O-ring. Connect strainer drain tube.
The engine manufacturer’s “Operator’s Manual for IO-520 Series Aircraft Engines, FAA Approved September 1980,” also provided a checklist for 100-hours inspections of the engine. Item 14 of the 100-hour inspection checklist stated: “Fuel Metering Unit Inlet Screen: Inspect and clean.”
According to the FAA inspectors, the IA mechanic reported that during the last annual inspection of the fuel strainer screen and bowl, he removed the bowl and found some water in it, but he did not remove the screen or gasket. According to the FAA, he also stated several times during the interview that he never checks the fuel metering inlet fuel screen, and that he did not check it during the last annual inspection.
The aircraft logbook indicated that during the annual maintenance inspection on May 20, 2004, the following entry was made by a different IA mechanic: “Replaced fuel strainer cable assy [assembly] and replaced strainer screen assy [assembly].” The engine logbook for the same annual inspection had this entry: “Removed engine primer system and capped at engine.”
METEOROLOGICAL CONDITIONS
At 0955, the observed surface weather observation at Ludington (LUD), Michigan, was: wind 290 degrees at 6 knots with gusts to 17 knots; visibility 10 miles; ceiling 1,800 feet overcast; temperature 24 degrees Celsius; dew point 22 degrees Celsius; altimeter 29.81 inches of mercury.
At 1016, the observed surface weather observation at Ludington (LUD), Michigan, was: wind 270 degrees at 7 knots; visibility 10 miles; ceiling 1,600 feet overcast; temperature 24 degrees Celsius; dew point 22 degrees Celsius; altimeter 29.82 inches of mercury.
WRECKAGE AND IMPACT INFORMATION
The postaccident inspection of the airframe and engine occurred on August 2 – 3, 2010. The inspection revealed that the fuselage was intact; however, the empennage was partially separated with extensive wrinkling and bending around the tailcone section aft of the rear seats. Some of the damage to the empennage was a result of the recovery effort. Both wingtips exhibited aft crushing. The engine was separated from the fuselage. The nose landing gear was separated from the fuselage and not recovered. All flight control surfaces remained attached to the airframe structure. Flight control cable continuity was established from all flight controls to all the primary and secondary flight control surfaces. The elevator trim tab measurement equated to about 10 degrees up. The flaps were found down about 30 degrees. The flap indicator and flap switch were found at the 20 degree position. The push pull rods to lift the flaps were cut by rescue divers during the recovery of the bodies. The rear cargo doors were found in the closed position, but they opened and closed normally. The key was still in the ignition and on the “Both” position.
The inspection of the airplane’s fuel system revealed that about 60 gallons of fuel remained in the wing fuel tanks, about 30 gallons in each side. About the first five gallons drained from the wings appeared to be a mixture of fuel and water. The remaining liquid drained was light blue in color and appeared to be aviation fuel. Both wing fuel bladder tanks and exit port screens were clean. The fuel boost pump was removed and drained of water. The boost pump operated when it was powered by a 12 volt battery. The airplane was equipped with the optional fuel primer and the fuel primer control lever in the cockpit; however, the fuel line was capped-off (not operational) at the firewall.
The inspection of the firewall fuel strainer revealed that the gasket did not provide a complete seal between the fuel screen and upper body. Instead, a portion of the gasket was positioned over the exit port which created a gap between the fuel screen and the upper body of the fuel strainer.
The inspection of the engine revealed that all the cylinders and engine accessories remained attached to the crankcase. Oil was present in the engine. The crankshaft was rotated and drive train continuity to the cylinders and accessories was confirmed. All damage observed was consistent with impact. The propeller remained attached to the engine crankshaft flange. Both propeller blades exhibited aft bending toward the non-cambered side of the propeller blade.
The inspection of the engine’s throttle and fuel metering assembly revealed that the fuel inlet filter screen was safety wired. The safety wire was removed and the fuel inlet screen was removed from the fuel metering assembly. The removal of the fuel inlet screen required a consistent pull (it did not come out freely) to remove it. The visual inspection of the inlet screen revealed that it was partially obstructed by debris that had become attached to the screen. The orifice of the fuel inlet passage was inspected. It contained the same debris material that obstructed the fuel screen and the debris blocked a majority of the orifice opening.
The firewall fuel strainer, the fuel inlet screen, and debris found in the fuel inlet screen were sent to the NTSB Materials Laboratory for examination. The engine was shipped to the engine manufacturer for further inspection.
MEDICAL AND PATHOLOGICAL INFORMATION
No autopsies were performed.
SURVIVAL ASPECTS
The pilot reported that he used the life vests that were in the pilot rated passenger’s airplane since he could not find his life vests the night prior to the flight. He put the life vests in the seat pockets so that they would be accessible to the passengers. He reported that the passengers donned their life vests during the descent prior to water impact. He had the pilot rated passenger take the controls momentarily while he donned his life vest. He stated that he heard “a couple of the vests go off” while still inside the airplane.
During recovery of the airplane and its occupants, the patient and his wife were found in the airplane with the patient still seated in seat 6. The patient still had his vests on, but the wife’s vest had come off and it was found in the airplane. Both life vests were deflated when the bodies were recovered. The pilot rated passenger and the patient’s doctor were found on the lake bottom within 50 yards of the airplane. The doctor still had his vest on but in a deflated condition. The pilot rated passenger was not wearing a life vest. A life vest was found near the copilot’s seat, seat 2, in a deflated condition.
The inspection of the life vests revealed that they were manufactured in the 1980’s and the CO2 cartridges used to inflate the vests were also manufactured in the 1980’s. The inspection of the life vests revealed that passenger life vests had one CO2 cartridge attached to the vest. All the cartridges were found expended during the on-site inspection. The pilot’s vest had two CO2 cartridges but only one cartridge had been expended. The pilot reported that he was not aware that the vest had two cartridges.
Search Conditions
According to the Mason County Sheriff’s Department, the weather was cloudy with good visibility during the initial on-scene search for the wreckage and survivors. The water temperature was between 68 and 72 degrees Fahrenheit on the surface with 2 to 4 foot seas. The waters current appeared to be moving north towards Big Sauble Lighthouse, and then moving to the northwest from the lighthouse.
Cessna Stationair Owner’s Manual
The Cessna Stationair Owner’s Manual provided information and procedures for emergency landing without engine power, ditching, clamshell cargo doors, cargo door emergency exit procedures, and glide distance.
Emergency Landing Without Engine Power
The Emergency Procedure section of the airplane Owner’s Manual provides the procedures for “Emergency Landing Without Engine Power.” The procedure stated the following:
If an engine stoppage occurs, establish a flaps up glide at 85 MPH. If time permits, attempt to restart the engine by checking for fuel quantity, proper fuel selector valve position, and mixture control setting. Also check that engine primer is full in and locked and ignition switch is properly positioned.
If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as follows:
1. Pull mixture control to idle cut-off position.
2. Turn fuel selector valve “OFF”.
3. Turn off all switches except master switch.
4. Approach at 90 MPH.
5. Extend wing flaps as necessary with gliding distance of field
6. Turn off master switch.
7. Unlatch cabin doors prior to final approach.
8. Land in a slightly tail-low attitude.
9. Apply heavy braking.
Ditching
The Emergency Procedure section of the airplane Owner’s Manual provides the procedures for “Ditching.” The ditching procedures state:
1. Plan approach into wind if winds are high and seas are heavy. With heavy swells and light wind, land parallel to swells.
2. Approach with flaps 40 degrees and sufficient power for a 300 ft./min rate of descent at 75 MPH.
3. Unlatch the cabin door.
4. Maintain a continuous descent until touchdown in level attitude. Avoid a landing flare because of difficulty in judging airplane height over a water surface.
5. Place folded coat or cushion if front of face at time of touchdown.
6. Evacuate airplane through cabin doors. If necessary, open window to flood cabin compartment for equalizing pressure so that door can be opened.
7. Inflate life vests and raft (if available) after evacuation of cabin.
Information on Cargo Door
The airplane’s Owner’s Manual states that when conducting the “Before Entering the Airplane” checklist during the preflight, it is important check the cargo doors are securely latched and locked. An “IMPORTANT” note states:
“The cargo doors must be fully closed and latched before operating the electric wing flaps. A switch in the upper door sill of the front cargo door interrupts the wing flap electrical circuit when the front door is opened or removed, thus preventing the flaps being lowered with possible damage to the cargo door or wing flaps when the cargo door is open.”
The Owner’s Manual section titled “Cargo Door Emergency Exit” states the following information:
“If it is necessary to use the cargo door as an emergency exit and the wing flaps are not extended, open the forward door and exit. If the wing flaps are extended, open the doors in accordance with the instructions shown on the placard which is mounted on the forward cargo door.”
The red placard found on the front cargo door of the accident airplane stated:
EMERGENCY EXIT OPERATIONS
1. OPEN FWD CARGO DOOR AS FAR AS POSSIBLE.
2. ROTATE RED LEVER IN REAR CARGO DOOR FWD.
3. FORCE REAR CARGO DOOR FULL OPEN.
Glide Distance
The Operator’s Manual indicated that the maximum glide distance for the airplane with the following parameters: 1) Speed 85 mph indicated airspeed; 2) Propeller windmilling; 3) Flaps up; and 4) Zero wind. The Maximum Glide chart indicated that the maximum glide distance from a height of 10,000 feet above the terrain is a ground distance of 15 statute miles.
TESTS AND RESEARCH
Life Vests
The life vests were tested at a manufacturer’s facility. The vests were overdue their inspection requirements. The pressure tests indicated that the vests inflated when new CO2 cartridges were used and held pressure. No anomalies were found with the life vests that would have precluded normal inflation and operation. Federal Aviation Regulation (FAR) Part 91 regulations do not require life vests for each occupant if the airplane is operated not for hire.
Engine Inspection
The engine was sent to the manufacturer for inspection and operational testing. The engine was put on a test stand and run. The engine experienced a normal start. The engine RPM was advanced to 1,200 rpm and held for 5 minutes to stabilize; 1,600 rpm and held for 5 minutes to stabilize; 2,450 rpm and held for 5 minutes to stabilize; and at full throttle and held for 5 minutes to stabilize. The throttle was rapidly advanced from idle to full throttle six times and it accelerated and decelerated without hesitation or interruption in power. It produced rated horsepower.
NTSB Materials Laboratory Examination
The NTSB Materials Laboratory examined the debris found in the fuel metering assembly’s fuel inlet screen. The examination of the material removed from the filter revealed several categories of materials present within the mixture. The materials present included: 1) cellulosic material similar to wood and sawdust; 2) non-metallic amber-colored flakes similar to varnish or shellac; 3) thin, ribbon-like metallic shavings; 4) white flakes similar to paint; 5) granular particulates similar to sand or dirt; and 6) fibers similar to fabric and glass fiber
The Federal Aviation Administration (FAA) is proposing a $1,050,000 civil penalty against the Boeing Company for allegedly failing to correct a known problem in production and installation of the central passenger oxygen system in its B-777 airliners.
The FAA based its proposed civil penalty on inspections of nine newly assembled aircraft between April and October, 2010. Inspectors discovered that spacers in the oxygen delivery system distribution tubing on the aircraft were not installed correctly. Improper installation could result in the system not supplying oxygen to passengers should depressurization occur.
“There is no excuse for waiting to take action when it comes to safety,” said Transportation Secretary Ray LaHood. “We will continue to insist on the highest levels of safety from our aircraft manufacturers.”
“The FAA has strict regulations when it comes to the maintenance and installation of aircraft systems that all manufacturers and operators must follow,” said FAA Administrator Randy Babbitt.
Boeing has 30 days from the receipt of the FAA’s enforcement letter to respond to the agency.
The National Transportation Safety Board has opened an investigation into last night’s collision of two jetliners on a taxiway at Boston Logan Airport.
On July 14, 2011, about 7:33 P.M. EDT, a Delta Air Lines B767-300ER, N185DN, operating as Delta flight 266, was taxiing on taxiway B for departure on runway 04 at Boston Logan International Airport (BOS), when its left winglet struck the horizontal stabilizer of an Atlantic Southeast Airlines CRJ900, N132EV, operating as ASA flight 4904, which was number three in line on taxiway M waiting for departure on runway 09.
As the B767 approached and passed the intersection with taxiway M, the left winglet of the B767 struck the horizontal tail of the CRJ900. The CRJ900 sustained substantial damage, which included damage to the horizontal tail and vertical tail; the airplane lost fluid in all three hydraulic systems. Parts of the B767 winglet were sheared off and embedded in the tail of the CRJ900. The passengers on the CRJ900 were deplaned on the taxiway, and the B767 taxied back to the terminal.
Flight data recorders from both airplanes are en route to NTSB headquarters. Air Safety Investigator Dan Bower is the Investigator-In-Charge. Parties to the investigation include Delta Air Lines, Atlantic Southeast Airlines, the Federal Aviation Administration, and the Air Line Pilots Association.
