Air Safety

Air Safety

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    Flying in the face of Fate

    George’s Point of View

    Sometimes heroes do things that are counter-intuitive.
    Police break up riots.
    Soldiers enter battle.
    Firemen run into fires.

    Our natures are designed to have the urge to run away from harm. It only makes sense.

    There are thrill seekers who defy that urge:
    race car drivers
    parachutists
    The Evel Knievils of the world.

    Pilots are trained to do whatever is necessary to avoid thunderstorms. Serious storms are taken seriously–especially if routed through the “inter-tropical convergence zone.”

    It is counter-intuitive to fly into a storm.

    Maybe the storm crept up out of nowhere. Engineers can claim new planes are safely flown into storms but some things that are counter-intuitive are that way for a reason.

    We humans are solvers by nature. We like to see what the problem is, analyze it, and fix it. But what we find, while doing our fixing, is that there’s never just one thing wrong.

    This is true for any airline event. When is it ever just one thing? It’s not just the rain; the runway is too short. And part of the brakes are down. It’s not just that the pilot is landing on the wrong runway–the runway isn’t long enough, and it’s on a collision course. Plus when there are maintenance issues, they snowball. Maintenance crews get fluids on the engine that burn and send fumes in the cockpit, which causes the crew to have an emergency landing with a fuel-filled plane that stresses the landing gear and explodes the tire, and damages the nose wheel…

    It’s never one thing.

    So this time, it looks like it’s turbulence, hail, lightning strike, rapid decompression, storms, and electrical failure in the desolate oragious Atlantic. The controversy will keep going for a long time.

    What we decide is futile. Ultimately the only thing you can call a tragedy is a tragedy. This is a tragedy.

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    Air France Press Releases

    Flight Air France 447 Rio de Janeiro – Paris-Charles de Gaulle

    Paris, 01 June 2009 – 16:44 local time
    Press release N° 4
    Air France expresses its deepest sympathy to the relatives and friends of the passengers and crew who were on board AF flight 447 on 31 May 2009, which disappeared somewhere between Rio de Janeiro and Paris-Charles de Gaulle.

    Air France is doing its utmost to provide support to relatives and friends: counselling with physicians and psychologists as well as specially trained Air France volunteers has been set up at the airports of Paris-Charles de Gaulle 2 and Rio de Janeiro.

    Air France has also established a special toll-free number for the attention of relatives and friends of passengers who may have been on board. They can use this number to obtain information on whether or not a member of their family or friends was on board.

    Phone number reserved for relatives and friends

    0800 800 812 in France,
    0800 881 20 20 in Brazil,
    and + 33 1 57 02 10 55 for calls from all other countries.

    Air France will release further information as soon as it is available.

    NB: We ask journalists not to call this number, which is reserved for relatives and close friends.

    Português
    Air France dirige suas sinceras condolências às famílias e amigos dos passageiros e membros da tripulação que se encontravam a bordo do voo AF 447 do dia 31 de maio, desaparecido entre o Rio de Janeiro e Paris Charles de Gaulle.

    A Air France está concentrando todos os seus esforços em dar suporte às famílias e parentes: uma assistência psicológica foi instalada no aeroporto de Paris Charles de Gaulle 2 e no aeroporto do Rio de Janeiro. Ela é composta de médicos e psicólogos, assim como voluntários da empresa, especialmente treinados para estas situações.

    A empresa também colocou à disposição um número de telefone toll free especial de atendimento às famílias dos passageiros. Ela informa, conforme solicitação, de uma eventual presença a bordo de um familiar.

    Números de telefone reservados às famílias
    0800 881 20 20 para o Brasil,
    0800 800 812 para a França,
    e 33 1 57 02 10 55 para outros países

    Air France comunicará outras informações assim que elas estiverem disponíveis.

    NB : Solicitamos aos jornalistas que NÃO liguem para este número, reservado às famílias.
    Paris, 01 June 2009 – 15:59 local time
    Press release N° 3
    Air France has sent all the information in its possession on the disappearance of flight AF 447 operating the Rio de Janeiro – Paris-Charles de Gaulle route to the French Accident Investigation Bureau for civil aviation (BEA), the French organization in charge of technical investigations into civil aviation incidents and accidents, and to the aircraft manufacturer Airbus. Air France is in permanent contact with the BEA and Airbus.

    The Airbus A330-200 aircraft, registration F-GZCP, left Rio on 31 May at 7:03pm local time (12:03am in Paris). The aircraft hit a zone of stormy weather with strong turbulence at 2am this morning (universal time), i.e. 4am in Paris. An automatic message was received from the aircraft at 2:14am (4:14am in Paris) indicating a failure in the electric circuit in an area a long way off the coast.

    The aircraft was powered with General Electric CF6-80E engines.

    The aircraft had totalled 18,870 flight hours and went into service on 18 April 2005.
    Its last maintenance check in the hangar took place on 16 April 2009.

    Air France shares the anxiety and distress of the families concerned. The families are being taken care of in a specially reserved area of Paris-Charles de Gaulle Terminal 2.

    A toll-free number has been opened at 0800 800 812 in France,
    at 0800 881 20 20 in Brazil
    and + 33 1 57 02 10 55 for calls from outside France.
    NB: We ask journalists not to call this number, which is reserved for families and close relatives.

    Português

    Air France informou ao Bureau de Investigação e Análises para a Segurança de Aviação civil, organismo responsavél na França pelas investigações técnicas sobre acidentes e incidentes da aviação civil, e para a Airbus, fabricante do avião, as informações que tem em seu poder após o desaparecimento do voo AF 447, fazendo a ligação Rio de Janeiro – Paris-Charles de Gaulle : a companhia está em contato permanente com o Bureau e com a Airbus.

    A aeronave, do tipo Airbus A330-200, matrícula F-GZCP, deixou o Rio dia 31 de maio às 19h03 (hora local).

    A aeronave atravessou uma zona de tempestade com fortes turbulências às 2 horas da manhã (horário TU) – 23 horas horário do Brasil. Uma mensagem automática foi recebida às 2h14 da manhã (horário TU = 23h14 horário do Brasil) indicando uma pane do circuito elétrico numa zona afastada da costa.

    A aeronave é equipada de motores General Electric CF6-80E.

    O avião tem um total de 18 870 horas de voo e começou a operar em 18 de abril de 2005.

    A última visita de manutenção em hangar foi feita em 16 de abril de 2009.

    A Air France divide a emoção e a inquietação das famílias envolvidas. Os familiares serão recebidos num local especialmente reservado no aeroporto de Paris Charles de Gaulle 2 assim como no Salão Nobre do Galeão.

    Um toll free está disponível :
    0800 881 2020 para o Brasil
    0800 800 812 para a França,
    e + 33 1 57 02 10 55 para outros países

    NB : Solicitamos aos jornalistas que NÃO liguem para este número, reservado às famílias.
    Paris, 01 June 2009 – 15:10 local time
    Press release N° 2
    Air France regrets to confirm the disappearance of flight AF 447 flying from Rio de Janeiro to Paris-Charles de Gaulle, scheduled to arrive at 11:10am local time today, as announced to the press by Air France CEO, Pierre-Henri Gourgeon.

    The Airbus A330-200, registration F-GZCP, left Rio on 31 May at 7:03pm local time (12:03am in Paris).

    The aircraft hit a zone of stormy weather with strong turbulence at 2am this morning (universal time), i.e. 4am in Paris. An automatic message was received from the aircraft at 2:14am (4 :14am in Paris) indicating a failure in the electric circuit a long way from the coast.

    The Brazilian, African, Spanish and French air traffic control centres all tried to make contact with flight AF 447 but to no avail. The French military air traffic control centre tried to detect the aircraft but did not succeed.

    216 passengers were on board: 126 men, 82 women, 7 children and one infant.

    There were 12 flight crew members: 3 pilots and 9 flight attendants.

    The flight captain had a record of 11,000 flight hours and had already flown 1,700 hours on Airbus A330/A340s.

    Of the two first officers, one had flown 3,000 flight hours (800 of which on the Airbus A330/A340) and the other 6,600 (2,600 on the Airbus A330/A340).

    The aircraft was powered by General Electric CF6-80E engines.

    The aircraft had totalled 18,870 flight hours and went into service on 18 April 2005.
    Its last maintenance check in the hangar took place on 16 April 2009.

    Air France fully shares the anxiety and distress of the families concerned. The families are being taken care of in a specially reserved area of Paris-Charles de Gaulle Terminal 2.

    A toll-free number has been opened at 0800 800 812 for calls from France,
    and + 33 1 57 02 10 55 for calls from outside France.
    NB: We ask journalists not to call this number, which is reserved for families and close relatives.

    Português
    A Air France lamenta informar o desaparecimento do voo AF 447 que efetuava a ligação entre Rio de Janeiro e Paris-Charles de Gaulle, chegada prevista às 11h10 (hora local), acaba de anunciar o Diretor Geral da Air France, Pierre-Henri Gourgeon.

    A aeronave, do tipo Airbus A330-200, matrícula F-GZCP, deixou o Rio dia 31 de maio às 19h03 (hora local).

    A aeronave atravessou uma zona de tempestade com fortes turbulências às 2 horas da manhã (horário TU) – 23 horas horário do Brasil. Uma mensagem automática foi recebida às 2h14 da manhã (horário TU = 23h14 horário do Brasil) indicando uma pane do circuito elétrico numa zona afastada da costa.

    O conjunto dos controles aéreos civis brasileiro, africano, espanhol e francês tentaram em vão estabelecer contato com o voo AF 447. O controle aéreo militar francês tentou detectar o avião, sem sucesso.

    216 passageiros estão a bordo : 126 homens, 82 mulheres, 7 crianças e um bebê.

    A tripulação é composta por 12 pessoas : 3 tripulantes técnicos e 9 comissários.

    O comandante tem 11 mil horas de voo e já tinha efetuado 1700 horas no Airbus A330/A340.

    Os dois co-pilotos possuem: um 3000 horas de voo, sendo 800 horas em Airbus A330/A340 e o outro 6600, sendo 2 600 em Airbus A330/A340.

    A aeronave é equipada de motores General Electric CF6-80E.

    O avião tem um total de 18 870 heures de voo e começou a operar em 18 de abril de 2005.

    A última visita de manutenção em hangar foi feita em 16 de abril de 2009.

    A Air France divide a emoção e a inquietação das famílias envolvidas. Os familiares serão recebidos num local especialmente reservado no aeroporto de Paris Charles de Gaulle 2 assim como no do Galeão.

    Um toll free está disponível :
    0800 881 2020 para o Brasil
    0800 800 812 para a França,
    e + 33 1 57 02 10 55 para outros países
    NB : Solicitamos aos jornalistas que NÃO liguem para este número, reservado às famílias
    Paris, 01 June 2009 – 13:31 local time
    First press release
    Air France regrets to announce that it has lost contact with flight AF 447 from Rio de Janeiro to Paris-Charles de Gaulle, expected to arrive this morning at 11:15 local time.

    The flight left Rio on 31 May at 7pm local time.

    216 passengers are on board.

    There are 12 crew members on board: 3 pilots and 9 cabin crew.

    The following toll-free number is available in France: 0800 800 812,
    and + 33 1 57 02 10 55 outside France.

    Air France fully shares the anxiety and distress of the families of the passengers concerned. The families are been taken care of in a specially reserved area at Paris-Charles de Gaulle 2 airport.

    Português

    Air France lamenta informar que se encontra sem notícias do voo AF 447 que efetuava a ligação entre Rio de Janeiro e Paris Charles de Gaulle, com chegada prevista às 11h15 da manhã (hora local).

    O voo decolou do Rio no dia 31 de maio às 19 horas locais.

    216 passageiros estão a bordo.

    A tripulação é composta de 12 pessoas : 3 tripulantes técnicos e 9 comissários.

    Um toll free está disponível :
    0800 800 812 para a França,
    e + 33 1 57 02 10 55 para outros países

    A Air France divide a emoção e a inquietação das famílias envolvidas. Os familiares serão recebidos num local especialmente reservado no aeroporto de Paris Charles de Gaulle 2 assim como no do Galeão.

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    Fly Keystone Cops, no, I mean Fly India

    George’s Point of View

    Once upon a time, there were two runways: Runway 27 and Runway 14. They crossed each other. It didn’t matter that they crossed each other because the KING of the runway (Air Traffic Control) never allowed planes in a collision course. In Air Traffic Control school, they teach that a collision course would be a very bad thing.

    So one day, an Air India A310 was on Runway 27, and waiting for input from Air Traffic Control. And, simultaneously, a Jet Airways Boeing 737-800, flight was waiting on Runway 14.

    Somehow, both planes started to take-off.

    Air Traffic control recognized that the very bad thing was about to happen, and cancelled one of the take-offs.

    Fortunately both pilots were awake, saw the what was happening and both pilots rejected takeoff.

    (Fortunately, they teach that a collision course is a bad thing in Pilot school too. Nice juxtaposition, that.)

    It’s a good day when no one dies from the accident that could have happened.

    It’s not a happy ending yet, because it won’t be over until the investigation is over. No one died…but it remains to be seen if heads may still roll.

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    Congonhas Radio Interference

    What: TAM Linhas Aereas Airbus A320-200 en route from Victoria to Sao Paulo Congonhas
    Where: Campinas
    When: May 27th 2009
    Who: 100 passengers
    Why: On approach to Congonhas, the plane’s communication with air traffic control was interrupted. Because of the interference, the plane diverted to Campinas where it made a safe landing.

    Brazil has a history of problems with reception in areas of the Amazon; but in this case, in Sao Paulo, the radio problems caused several flights to be diverted.

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    Air Maintenance in Crisis

    George’s Point of View

    Oversight is one of those words in the English language that bothers me because it means the opposite of itself.

    An oversight is something that was missed. Something that is over-looked is something that was not seen. That smudge on my windshield after a car wash–that is an oversight. The Christmas bicycle that came without it’s assembly manual–that is an oversight.

    Oversight means the unintentional failure to notice. It’s an “oops.”

    But–oversight also means the act of supervision. It is frequently mentioned in terms of aircraft; the FAA and the NTSB are responsible for Aviation oversight. But when I read that, I read two completely opposite sentences. The FAA and the NTSB are responsible for supervising aviation. AND the FAA and the NTSB are responsible for what they missed.

    When I read the usage of “oversight” (meaning supervision) I am waiting for the other shoe. What have they overlooked (missed) now? What’s the oversight (supervisor) oversight (missed)?

    And now I see the oversight (missed) is the licensing of aircraft mechanics.

    Apparently the procedure to qualify aircraft mechanics is poorly administered. Hundreds of aircraft mechanics may have been improperly licensed

    The crisis comes down to faulty testing by FAA examiners who profit from testing in “diploma mills.” Apparently the FAA does not keep employment histories on the mechanics they license. There have even been programs where testing was delayed; and when the program was discontinued, the untested mechanics kept working.

    So where do we look when there’s an accident like the Indonesian Air Force Lockheed L-100-30(P) Hercules whose wing fell off in flight on May 20th 2009? (Granted that this is NOT a US plane–but there are US incidents. This is just a recent one.) Did the pilot cause that wing to fall off? Of course not. The pilot climbed into that plane in good faith, with complete trust in the mechanics whose job it is to keep the plane in safe running order. The pilot relies on the integrity of the mechanics to maintain the integrity of the plane. As do we all.

    Fortunately, integrity is a word in the English language that always means what it means:
    The quality of being honest and having strong moral principles; moral uprightness; the state of being whole and undivided; the condition of being unified, unimpaired, sound in construction : the structural integrity; lack of corruption.

    Is it too much to ask of our FAA to require integrity in our mechanics and the planes they maintain? Integrity is not an oversight; but lack of integrity in oversight is.

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    Gulfstream International Airlines Fined

    Gulfstream International Airlines is being fined by the FAA for improper scheduling of flight crew duty, installation of unapproved air conditioner compressors and improperly maintained vent blowers on the airline’s fleet of 27 BE-1900-D aircraft.

    See the press release:

    Washington Headquarters Press Release
    For Immediate Release
    May 21, 2009
    Contact: Laura Brown
    Phone: (202) 267-3883

    FAA Proposes $1.3 Million Civil Penalty for Gulfstream International Airlines

    WASHINGTON, D.C. — The Federal Aviation Administration (FAA) has proposed a $1.3 million civil penalty from Florida-based Gulfstream International Airlines, Inc. for violations of the Federal Aviation Regulations.

    The alleged violations include improper scheduling of flight crew duty time, and the installation of unapproved air conditioner compressors and improperly maintained vent blowers on the airline’s fleet of 27 BE-1900-D aircraft.

    An FAA review of the airline’s electronic record-keeping system for tracking crew duty and rest time revealed that Gulfstream International did not accurately input the proper data from its manually generated hard-copy aircraft logbook records into the electronic system. The discrepancies resulted in scheduling crew members in excess of daily and weekly flight time limitations.

    During a June 2008 inspection, the FAA determined that the airline had installed unapproved automotive air conditioner compressors on its aircraft between September 2006 and May 2008. Following the FAA inspection, the airline grounded all of the affected aircraft and replaced the units with approved aircraft air conditioner compressors.

    In the course of a July 2008 inspection of Gulfstream International avionics and component shops in Fort Lauderdale, the FAA discovered that the airline had installed improperly maintained vent blowers on six planes between January 2008 and June 2008. Following that inspection, the airline replaced the blowers with properly maintained units.

    Gulfstream International Airlines has 30 days from the receipt of the civil penalty letter to respond to the FAA.


    #
    (end of release)

    George’s Point of View

    Gulfstream is a former employer of the Captain Marvin Renslow of the ill-fated Continental Connection 3407 flight. If Gulfstream had kept proper records, trained and maintained according to accepted protocol, the Buffalo NY tragedy may never have happened.

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    Cracked Window Sends Plane Back to Airport

    What: Bulgaria Air Boeing 737-300 en route from Tel Aviv to the Bulgarian city of Burgas on the Black Sea.
    Where: Ben Gurion airport in Tel Aviv
    When: May 14
    Who: 146 passengers
    Why: When a crack was discovered in a window, the plane returned to Tel Aviv. There were no injuries. Passengers were provided replacement transportation.

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    Air Do

    What: Air Do (AKA Hokkaido International Airlines) flight en route from Tokyo to Sapporo
    Where: Sapporo
    When: 4:40 p.m. Wednesday
    Who: 182 passengers aboard. Three passengers and a cabin attendant injured.
    Why: The airplane encountered turbulence en route over Ibaraki Prefecture, resulting in minor injuries. One woman was taken to the hospital.

    George’s Point of View

    All of a sudden there is more on turbulence.
    Need to stay buckled up. It’s a pain on a long flight, but, more safe.

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    Houston Tire Fire


    View Large at Airliners.net
    Contact photographer Mark Kopczak
    What: Southwest Airlines en route from New Orleans to Houston
    Where: HOUSTON, TEXAS at Hobby Airport
    When: May 12 Tuesday evening 8 pm
    Who: 47 passengers 5 crew
    Why: When a tire caught on fire after landing at Hobby Airport in Houston Texas, passengers debarked via emergency slide and waited on the runway for transport to the terminal. Several injuries were sustained on the slide. The fire occurred apparently because of a flat incurred on landing.

    George’s Point of View

    I know it’s unfair to pick on airline company that has gone way out on the limb to keep the price of flying low and fair, but, maintenance is a must, there can’t be any cost-savings in maintenance.

    Including the tires!

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    Training on Trial

    A federal hearing into a fatal plane crash last February in Buffalo, N.Y., is focusing on the training of the pilot. A top concern is the training the flight’s captain, Marvin Renslow, received from Colgan Air. (May 12

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    Buffalo: Haunting Questions

    George’s Point of View

    When it is all over, after the crash, after the investigation, after the finger-pointing, after all the intangible blame has been assigned to corporeal cause, and the reproachable have been reproached, it is important to remember that one of the objectives of a crash investigation is prevention.

    Accidents happen. It is a fact of life. Because accidents happen no matter what we do, it is crucial that we do everything possible to reduce their likelihood. When we hear contributing factors of the Buffalo New York crash included that one pilot’s training lacked the procedure of how to handle the particular crisis (how to “respond to a warning system designed to prevent the plane from going into a stall”), and that the co-pilot was sick, we need to look at every factor. We should recognize opportunities to make procedural changes that reduce the accident factor.

    I am sure that inclusion of this training is going to be the most obvious solution.

    Regardless of training, is anyone is considering that sending those pilots flying under the weather conditions of that night is a reckless policy that dumps administrative blame on pilots who can no longer defend themselves, and whose jobs are simply to follow orders?

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    Airbus a Hot Mess over Geneva


    Contact photographer Mark Kwiatkowski
    What: Lufthansa A321-100, registration en route from Munich Germany to Lisbon Portugal
    Where: Diverted to Geneva Switzerland
    When: May 9th 2009
    Who: 147 passengers
    Why: En route, the airbus was hit by clear air turbulence. Twelve passengers were injured, and 2 crew members. 5 were taken to the hospital.

    George’s Point of View

    Turbulence does not necessarily result in a plane being taken out of commission. The passengers were delayed for five hours while replacement transportation was procured. There is no indication why.

    This makes me question why the passengers had to switch planes.

    • Was this just a precaution?
    • Was the turbulence so bad that it damaged the plane?
    • Did they get jostled around much the galley contents (or during mealtime) that it made a 5+ hour mess?
    • Did something on the plane go on the fritz before during or after?

      • Inquiring minds want to know…

    Update: Meal service was in progress at the time of the turbulence.

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    Swine Flu Terror In The Skies

    What: United Airlines Boeing 777 en route from Munich to Washington
    Where: Logan International Airport 1:46 p.m.-
    When: 3:45 p.m
    Who: 245 passengers and 14 crew members
    Why: When a woman aboard this flight started to feel the flu, 244 passengers and 14 crew members had to go out of their way (at a cost of how many thousands?) and land en route so she be taken by ambulance to Massachusetts General Hospital.

    George’s Point of View

    The US was founded by stalwart pilgrims. Most of our ancestors came to these shores with pennies to their name. We’re formed of hardy peasant stock born of strong roots with nothing but our bodies and brains to make us what we are. We are the survivors of freezing winters, summers spent barefoot on farms, yellow fever, wars, drought, and more war and more drama. We are the spawn of mixed melting pots, and all the harsh trials that weed out the weak. We are sturdy stock.

    We are the survivors of parents or grandparents who told us stories of trudging to and from school in shoulder-high snow walking uphill both ways.

    (And they didn’t have antibiotics.)

    So what would our stalwart predecessors say about this current terror of the flu?

    I think they’d be a little embarrassed.

    Maybe I’m a little concerned about our oldest, sickest and most vulnerable, but I won’t go into the swine flu brouhaha. I’m not a doctor. I would not wish to be any of those millions of swine flu victims in rural Mexico, with access only to rudimentary medical facilities. Because the oldest, the youngest, the sickest, the weakest are the most vulnerable.

    But.

    Let’s face it. The air in a plane is a closed system. It has always been a closed system. That air recirculates. Maybe planes will install uv light machines in their air systems to sterilize the air. In the meantime, we’re all breathing shared air in planes.

    I’m proud that even in these tough economic times, United Airlines is so solvent that it can afford to spend thousands to divert planes when a solitary patient has the sniffles. But…maybe next time, they could spend the equivalent cost of the next “sneeze-diversion” on a couple warehouses full of surgical masks. So that next time we’re in a United Airlines plane, we can rest assured that-if our neighbor sneezes-next to that airsick bag and airplane weekly magazine, we can find a “swine flu” mask, some kleenex and maybe some anti-bacterial hand cleaner.

    D’ya think?

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    Jetstar Airbus Pilot Catches Hydraulic Leak in Time


    Contact photographer Justin Shan
    What: Jetstar Airbus A320-200 en route from Cairnes to Brisbane Australia
    Where: Cairns Airport
    When: 9.30am.
    Who: 179 people
    Why: When the pilot identified a leak in the hydraulics, he made several loops of Cairns airport before undertaking a “standard air return.” After an interim of 3 and a half hours, the plane resumed the flight.

    George’s Point of View

    Yet another Airbus problem.

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    Preliminary Conclusion of Melbourne-March 20 Tail strike

    What: Airbus A340 en route for Dubai
    Where: Melbourne airport
    When: March 20
    Who: 257 passengers and 18 crew
    Why: Incorrect weight data on an in-flight computer caused the tail of an Emirates plane to scrape the runway during take-off. ( The Australia’s air safety regulator concluded that the weight was incorrectly entered on the onboard computer which resulted in thrust setting and take-off reference speeds lower than those required for the aircraft?s actual weight. (The weight entered was 112 tons too light.) The incident caused substantial damage to the plane’s tail. The tail ripped out at least one runway light, and dislodged a flight data recorder at the plane’s rear. Manual correction of thrust caused the rear fuselage to scrape the tarmac. The Emirates investigation is considering a flight computer double-entry system “to protect against single data source entry error.”

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    IATA Statement:Press release

    Date: 26 April 2009

    Swine Influenza

    IATA statement
    Geneva – The International Air Transport Association (IATA) is monitoring events concerning the recent cases of ‘swine influenza’ in Mexico and the United States. On 25 April 2009 the World Health Organization (WHO) convened a meeting of its Emergency Committee, and subsequently determined that the situation represented a ‘public health emergency of international concern’ under the terms of the International Health Regulation.

    WHO statement
    The World Health Organization has released a statement.

    WHO is not recommending any travel or trade restrictions.

    IATA goes on to say:
    “At the present time, IATA recommends that airlines review their preparedness plans for public health emergency and consider how they may be implemented in the event that the current situation becomes more widespread. No specific additional measures are currently advised. Recommendations will be reviewed in light of WHO evaluation of the evolving situation”

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    Three Lightning Strikes A Charm.

    What: Republic Airlines Embraer ERJ-170 on behalf of US Airways en route from Montreal to Philadelphia, PA
    Where: on approach to Philadelphia,
    When: Apr 22nd 2009
    Why: On approach, the airplane was struck by a lightning. The crew did not declare emergency and landed safely with no damage sustained.

    What: US Airways Boeing 757-200 en route from Saint Maarten (Netherlands Antilles) to Philadelphia,PA
    Where: on approach to Philadelphia
    When: Apr 22nd 2009
    Who: 96 passengers and 7 crew
    Why: Although on approach, the plane was struck by lightning at 6000 feet, it landed safely 14 minutes later. Skin damage was reported. This was reportedly lightning strike number two.

    What: AirTran Airways Boeing 717-200 en route from Orlando,FL to Philadelphia,PA
    Where: on approach to Philadelphia
    When: Apr 22nd 2009
    Why: The crew declared emergency an emergency when their nose cone incurred a direct lightning strike. Fortunately the airplane landed safely on runway 27R. ( Runway 27L was still in the process of accommodating the prior lightning strike.) Strike number three.

    George’s Point of View

    This may be hindsight, but it seems to me like three different planes hit with lightning at the same city reportedly within a time span of minutes–maybe air traffic control should have checked weather.com or looked out the window or something…

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    Bird Strike Database

    George’s Point of View

    The Federal Aviation Administration had proposed a rule that would have barred bird-strike reports from public release, but in spite of some bumps in the road, the US is opening its “bird strike” database, and the public is going to have access to this database, except for a few personal (privacy) details which will be redacted. There was some initial fear that transparency of the database would deter reportage.

    The NTSB made this announcement. Reports that the database will be available to the public as of friday are all over aviation websites.

    After the notorious Hudson River bird strike, I wonder how passengers are going to respond to the disclosure of this database that has thousands of bird strike reports–

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    Turbulence: When the Light is ON, SIT.


    Contact photographer Alex G.-Denicourt
    What: Continental Airlines Boeing 737-700 en route from Houston,TX to McAllen,TX
    Where: McAllen, TX
    When: Apr 18th 2009
    Who: 104 passengers and 5 crew
    Why: First, severe thunderstorms delayed takeoff. Then, en route, fasten seat belt signs were on. The plane experienced turbulence while a woman was in the bathroom; she hit the ceiling and sustained serious back injuries. A flight attendant and another passenger also were injured. On landing, the seriously injured women was ported to the hospital and underwent (2?) neck surgery/ies. It is not known if the severely injured passenger will be permanently paraplegic.

    George’s Point of View

    Do not think the seatbelt sign does not apply to you. You’re not someone exempt from turbulence. The seatbelt sign applies to everyone.

  • | |

    Rudder Failure Fails to Alert Crew

    What: Air Canada Airbus A319-100 en route from Montreal,QC to Toronto,ON
    Where: Montreal
    When: Apr 14th 2009
    Who: 117 on board
    Why: As the plane was about to lift off, the rudder moved and the aircraft pivoted to the left. The crew completed the flight. Afterwards, maintenance in Toronto was informed and they replaced the yaw damper actuator and the #1 flight augmentation computer.

    George’s Point of View

    I question whether the crew should have continued on with this flight on board this plane before the maintenance repairs were completed. It is obvious that everyone survived and that is a good thing. But I wonder if the convenience of not stopping is worth either 1. the actual risk; 2. the perceived risk 3. passenger confidence.

    As far as confidence in an airline goes, as for me, ask me any day and I’ll tell you, I’d prefer to be a little late to being a little dead. I think most passengers would agree.

    If not stopping to perform repairs is Air Canada’s policy, then someone needs to rethink this policy, because the issue is not consumer confidence vs the bottom line. It is safety vs foolhardy cutting of corners.

  • IATA Expands Agreement with CIS to Improve Aviation Safety – Broad Agenda to Engage Russian Aviation

    Moscow – 16 April 2009–The International Air Transport Association (IATA) today announced the signing of an agreement with the Interstate Aviation Committee (IAC, also known by its Russian abbreviation which is MAK) to improve aviation safety throughout the Commonwealth of Independent States (CIS).

    The expanded agreement adds specific points to IATA’s existing cooperation partnership with the IAC including:

    Promoting IATA Operational Safety Audits (IOSA), IATA’s Integrated-Airline Management System (IAMS), IATA Safety Audits for Ground Operations (ISAGO) and other similar initiatives and their realisation in the deployment of professional resources of IAC.
    Development and enhancement of civil aviation infrastructure in the states united by IAC, including implementation of the ICAO standard for Reduced Vertical Separation Minima (RVSM) and Performance-Based Navigation.

    The agreement was signed in Moscow by Tatiana Anodina, Chairperson of the IAC and Giovanni Bisignani, IATA’s Director General and CEO. “Safety is our top priority, and the performance of the CIS is far below the global average. All IATA airlines – including 15 in the CIS are on the IOSA Registry. I look forward to working closely with the IAC to help raise the bar on safety in this region by promoting IOSA and other IATA global standards,” said Bisignani.

    Bisignani is visiting Russia to mark a new phase in IATA’s involvement in Russian aviation. “In addition to IOSA, two other IATA programmes have helped transform the landscape of Russian aviation – 100% e-ticketing and the opening of IATA’s Billing and Settlement Plan. This is a solid foundation of success. At this time of crisis – for the global industry as well as the Russian airlines – we have a long list of tough issues to tackle,” said Bisignani.

    During Bisignani’s visit, he met with Russia’s Minister of Transport, Igor Levitin, to discuss a workplan with the Russian Ministry of Transport focused on the following areas:

    Improving safety: Alongside working with IAC, IATA is encouraging the Russian government to make IOSA a requirement for all airlines registered in Russia.
    Bringing infrastructure charges in line with global standards: Russia has an international obligation to ensure non-discrimination for infrastructure charges. “The current discriminatory system of charges does not comply with international standards and must change,” said Bisignani.
    Bringing transparency to fuel pricing: In September 2008 the cost of fuel at Moscow’s airports was 12% higher than in Western Europe. Following IATA’s call for greater transparency, the gap has narrowed. “Now we must formalise the requirement for transparency and work to find a system to ensure that fuel uplifted for international flights meets Russia’s international obligation to be free of VAT,” said Bisignani.
    Promoting IATA e-freight: “After achieving 100% e-ticketing, the next big challenge is to implement e-freight. To make this a reality, Russia must sign the Montreal Convention 99 recognising electronic air way bills. Russia is too important to be left out of the US$4.9 billion in benefits that e-freight will bring,” said Bisignani.

    Finding Global Solutions for the Environment: Russia has made tremendous progress on making air traffic more efficient. In 2008, a total of 131 routes were optimized. Work on a further 42 routes will take effect by the end of May. “This has a positive impact on environmental performance. Now Russia – as a member of the ICAO Group on International Aviation and Climate Change – has an important responsibility in finding a global solution for economic measures under ICAO auspices,” said Bisignani.
    Moving forward with liberalisation: “With Russia’s carriers active in seeking international partnerships, the archaic ownership limitations of the bilateral system are clearly visible. This crisis is an opportunity for change and I hope that Russia will play a leading role in allowing airlines to run their businesses with the same freedoms that other industries take for granted,” said Bisignani.
    Bisignani looked beyond the current crisis to the future of Russian aviation. “Russia’s vast geography makes aviation a critical link domestically and internationally. Russia’s location puts it at the crossroads of North America, Asia, Europe and The Middle East. Russia’s seat on the ICAO Council makes it an important player in international aviation policy. IATA’s goal is to work with the Russian government to ensure that this great aviation nation is fully integrated into the global aviation system. That means following its obligations under international law and using global standards. The result will be a safe and efficient air transport industry delivering enormous economic benefits,” said Bisignani.

    Access Giovanni Bisignani’s remarks

    Notes for editors:

    IATA (International Air Transport Association) represents some 230 airlines comprising 93% of scheduled international air traffic.
    A total of 18 airlines in the CIS are on the IOSA registry. Of these, 15 are IATA members and a further 3 are not members of IATA.
    The original agreement with IAC and IATA was signed in 1994 and broadly covers joint efforts to promote safe, secure and reliable air transport.

    For more information, please contact:

    Anthony Concil
    Director Corporate Communications
    Tel: +41 22 770 2967
    Email: corpcomms@iata.org

  • |

    Maintenance or Magic?

    George’s Point of View

    The NTSB conducted a hearing investigating when American Flight 1400’s left engine caught fire during departure from Lambert-St. Louis International Airport. The Sept. 28, 2007 incident is blamed on aircraft maintenance, or more properly, the lack of aircraft maintenance.

    Ten days before the incident
    After the left engine would not start, six times the “start valve” was replaced. Now, after the fire, the issue is judged to be the fault of mechanics who failed to properly maintain a metal air filter that disintegrated. Filter loss led to a bent pin, which led to the valves being replaced, which caused the engine fire. So the kingdom falls for lack of a horse. Or a filter, in this case.

    Maintenance workers who don’t follow procedure can cause serious problems. In this case, the 143 passengers were unhurt.

    Yes, this is a maintenance issue. However, aircraft mechanics are not magicians. Is the real question here actually one of maintenance, or is it an overly optimistic assessment of mechanical life? Is management thinking that replacement cost is so prohibitive that planes must literally be run until they fall apart? Is it possible that the mechanics in this place would have recommended to replace that engine rather than repair what may not have been repairable?

    There is a real question here whether the maintenance crew is guilty of substandard work–or if they are simply at the bottom of the food chain, and destined to be the fall guys for someone at the top. In this tight economy, do airlines have irrational expectations of squeezing mileage out of exhausted equipment?

    The original incident:
    NTSB Identification: DCA07MA310
    Scheduled 14 CFR Part 121: Air Carrier operation of AMERICAN AIRLINES
    Accident occurred Friday, September 28, 2007 in St. Louis, MO
    Aircraft: McDonnell Douglas DC-9-82 (MD-82), registration: N454AA
    Injuries: 143 Uninjured.


    This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

    On September 28, 2007, at 1316 central daylight time, a McDonnell Douglas DC-9-82 (MD-82), N454AA, operated by American Airlines as flight 1400, executed an emergeny landing at Lambert-St Louis International Airport (STL), St. Louis, Missouri, after the flight crew received a left engine fire warning during departure climb from the airport. The airplane sustained substantial damage. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the 14 CFR Part 121 scheduled domestic flight. After landing, the 2 flight crew, 3 flight attendants, and 138 passengers deplaned via airstairs and no occupant injuries were reported. The intended destination of the flight was Chicago O’Hare International Airport (ORD), Chicago, Illinois.

    Upon receiving the left engine fire warning during climb, the flight crew discharged the aircraft engine fire bottles into the affected engine. During the visual return and single-engine approach to the airport, the nose landing gear did not extend. The flight crew then extended the nose landing gear using the emergency landing gear extension procedure. The airplane returned and then landed on runway 30L (11,019 feet by 200 feet, grooved concrete) and was met by STL Airport Rescue and Fire Fighting Vehicles

    The NTSB identification number for this investigation was administratively changed from CHI07MA310 to DCA07MA310 on April 2, 2008.

    src: http://www.ntsb.gov/ntsb/brief.asp?ev_id=20071005X01522&key=1

  • | | |

    High Drama in US Airspace

    What: Cessna 172 en route from a Canadian flight school into US Airspace
    Where: US Airspace
    When: about 3 p.m
    Who: one person aboard
    Why: The flight was intercepted by U.S. military aircraft when the unnamed pilot flew into US Airspace and did not respond. The plane was reported as stolen from a Thunder Bay, Canada flight school. Canadian authorities requested that U.S. aircraft tail the plane in U.S. airspace, hence the two U.S. Air Force F-16 jets.

    The pilot, Yavuz Berke aka Adam Leon, landed on Highway 60 in Ellsinore, Mo., at 9:50 p.m. ET, and was caught by Missouri State Highway Patrol officers. He’s an ex-pat Turk, and naturalized Canadian. He is reportedly depressed and either left his girlfriend (or left her a note.) In any case, he left his car and keys at the airport.

    With 2 F-16’s on his tail all day, he’s incredibly lucky to be alive and currently enjoying the hospitality of whatever government facility is housing him now (and likely to be housing him for a very long time.)

    The category selected here is “pilot error” and “alarm.” And while this is actually a misuse of the sorting system, I’m thinking it is warranted because if this is not an error of the pilot and cause for alarm, what is?

    George’s Point of View

    Yavuz Berke aka Adam Leon is going to be enjoying government hospitality for a long, long time. Yavuz–or if I may call you Adam–as a parent and a human being, I am very sorry that you have chosen to damage your own life so terribly; and I am amazed and warmed by the restraint of our jet pilots who were charged at bringing you down should you prove a threat.

  • | | | |

    March 2007: Yogyakarta Crash Landing

    This is the sad story of Marwoto Komar, a pilot with 22 years of flight experience.

    In March 2007, he piloted a Boeing 737-400 with 140 passengers on board which crashed on landing at the Yogyakarta airport. The plane came in for landing too high and too fast, and although the co-pilot called for a go-around, he landed on that pass anyway. The Boeing overran the runway and caught fire. Twenty-one people died in that crash.

    The* IFALPA position is that criminalisation of individuals does not improve air safety.

    In July 2008 he was arrested, tried and found guilty of negligence.

    An Indonesian court sentenced Komar to two years imprisonment for his role in the crash.

    * International Federation of Air Line Pilots Associations

    see src

    George’s Point of View

    You make a mistake.
    People get killed.
    You go to jail.

  • March 31-April 1 was a Busy Day

    George’s Point of View

    Let me know if you want the details here, I barely know what to choose. No deaths were reported with any of these incidents. (Altogether, it does look like our aviation has been taken over by the keystone cops)

    I think my favorite is the plane that stuck a deer, in Kill Devil Hills. Though I do have some regrets for the deer. Do you think he had his pilot’s license or was officially a “Devil”? For the deer’s sake, I am hoping this was an April Fools Day joke.

    Seriously folks. Maintain the planes.

    • AIRCRAFT ENGINE FAILED AND CRASHED, NEAR GRIFFIN, GA;
    • AIRCRAFT ON LANDING, GEAR COLLAPSED, AND PROP STRUCK THE RUNWAY, LANCASTER, TX
    • AIRCRAFT DURING HIGH SPEED TAXI RUN, BRAKES CAUGHT FIRE, AURORA AIRPORT, SUGAR GROVE, IL
    • AIRCRAFT ON LANDING, RAN OFF THE END OF THE RUNWAY INTO A WOODED AREA, LINCOLN PARK, NJ
    • AIRCRAFT ON TAKEOFF, STRUCK A BIRD, RETURNED AND LANDED WITHOUT INCIDENT, PHILADELPHIA, PA
    • AIRCRAFT ON LANDING ON A ROAD, GROUND LOOPED AND WING STRUCK A TREE, 40 MILES FROM BEAVER, UT
    • N901DA, DELTA AIRLINES FLIGHT 1220 MCDONNELL DOUGLAS MD 90 AIRCRAFT, ON PUSHBACK FROM GATE, DOOR STRUCK THE JETWAY, NO INJURIES REPORTED, DAMAGE IS UNKNOWN, SALT LAKE CITY, UT

    April 1

    • AIRCRAFT LANDED GEAR UP AT A GRASS AIRSTRIP, BATAVIA, NY
    • AIRCRAFT ON LANDING, STRUCK A DEER, KILL DEVIL HILLS, NC
    • AIRCRAFT SHORTLY AFTER DEPARTURE, CRASHED INTO A FIELD, TAYLOR, TX
    • AIRCRAFT FORCE LANDED IN A FIELD, NEAR FRANKLINVILLE, NJ