Click to view full size photo at Airliners.net
Contact photographer Mario Aurich
What: Lufthansa Airbus A319-100 en route from LH-2557 from Tbilisi to Munich
Where: Tbilisi Georgia
When: Dec 6th 2010
Who: 66 passengers
Why: While en route, the pilots found the cabin pressure was inconsistent. They returned to Tbilisi and made a safe landing. Passengers were provided alternative transportation.
It is a shame that Air France is weaseling out from responsibility for this, as they allowed this particular overweight, out of trim, un-serviceable aircraft in the air at all. Regardless of any debris left by Continental, the French owned, French designed aircraft crashed at a French airport while operated (by the French crew) outside of proper parameters, taking off downwind, a 10 inch spacer missing from the main undercarriage; and some reports say it was afire before it ever touched a small piece of metal. Shame on Air France for passing the franc. If a Frenchman had accidentally dropped a banana peel on the runway, would he have been criminally responsible?
In the Concord case, how is it that indirectly, a mechanic in Houston is criminally directly responsible?
Patricia Friend of the Association of Flight Attendants told the New York Times “Every single thing on that airplane down to the coffee pots are required to be properly restrained except children under the age of 2.”
Babies are safer in carriers. That’s a fact. So why are we delaying?
Below, see where the NTSB is discussing this issue on December 9th in an open forum: (See below) This issue should concern us all.
NTSB PUBLISHES AGENDA FOR CHILD PASSENGER SAFETY IN THE AIR AND IN AUTOMOBILES FORUM SCHEDULED FOR DECEMBER 9TH
The National Transportation Safety Board has published its agenda for the Child Passenger Safety in the Air and in Automobiles forum, which will begin at 9:00 a.m. on Thursday, December 9, 2010. The one-day forum will be chaired by NTSB Chairman Deborah A.P. Hersman and all five Board Members will participate.
Three panels of invited experts from non-profits, academia, federal agencies, industry, and professional associations will address subjects including safety risks to children when flying in airplanes or riding in automobiles; best practices for protecting children when traveling; child seat, seat belt, and vehicle design improvements; and identification of effective interventions for increasing use of child seats and seat belts.
Child seats and other products approved for securing children in the air and on the roads will be displayed. Certified child passenger safety technicians may earn continuing education units for attendance at this event.
Organizations and individuals can submit materials for the NTSB’s public docket for this forum. Submissions should directly address one or more of the forum’s three topic areas (identified by the panel titles on the agenda) and should be submitted electronically as an attached document to childsafety@ntsb.gov. The deadline for receipt is December 23, 2010. A description of the forum and complete agenda are available at http://www.ntsb.gov/children.
The forum is open to all and free to attend (there is no registration). It will be held at the NTSB’s Board Room and Conference Center, located at 429 L’Enfant Plaza, S.W., Washington, D.C.
The event will also be webcast live on the NTSB’s website. Webcast details will be posted on the website when available. Webcast archives remain posted for three months after the event. After three months, the NTSB FOIA office can provide copies.
Directions to the NTSB Board Room: Front door located on Lower 10th Street, directly below L’Enfant Plaza. From Metrorail, exit L’Enfant Plaza station at 9th and D Streets escalator, walk through the shopping mall, at CVS store (on the left), take escalator (on the right) down one level. The Board Room will be to your left.
As part of its continuing investigation into a plane crash in Montana, the National Transportation Safety Board will open the public accident docket on Friday, December 3, 2010.
On March 22, 2009, at 1430 mountain daylight time, a Pilatus PC-12/45, N128CM, crashed near the approach end of runway 33 at Bert Mooney Airport (BTM), Butte, Montana. The airplane was owned and operated by Eagle Cap Leasing of Enterprise, Oregon, as a personal flight under the provisions of 14 Code of Federal Regulations Part 91. All 14 people on board the airplane were killed in the accident. There were no ground injuries. The flight departed Oroville Municipal Airport, Oroville, California, at 1110 Pacific Daylight Time (1210 mountain daylight time) on an instrument flight rules flight plan and was destined for Gallatin Field, Bozeman, Montana. The airplane was diverting to Butte at the time of the accident. Visual meteorological conditions prevailed at the time of the accident.
The information being released is factual in nature and does not provide analysis. The docket includes: investigative group factual reports, interview summaries, crew statements, air traffic control transcripts, controller statements, the meteorology report, and other documents.
Additional material will continue to 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.
The docket material will be made available at 10:00 am ET on December 3 on the NTSB website at http://www.ntsb.gov/dockets/foia_fri-dockets.htm#Aviation2010 in the FOIA electronic reading room. Details are listed by date.
This will be a document release only. No interviews will be conducted.
DUBAI, UAE, December 6, 2010 / — Dassault’s Falcon 2000LX recently has been granted approval for arrivals and departures at the challenging London City Airport (LCY) in England. With this approval, European registered Falcon 2000LXs can connect London City, located in the heart of the city of London, nonstop with all of Europe including Moscow. Dassault is currently developing a program to gain FAA steep approach certification which will also allow American registered aircraft to operate at LCY.
In order to use London City’s short runway (4,327 ft/1,319 m at landing and 3,934 ft/1,199 m at take off), an aircraft must demonstrate exacting performance. To help achieve this, Dassault developed a unique autobrake feature for the Falcon 2000EX and 2000LX that reduces landing distances by as much as 300 feet on steep approaches, which are required for London City. The steep approach procedures require a glide slope of 5.5 degrees as opposed to the standard 3.0 degrees.
“Flying into London City is not only a challenge for aircraft performance, aircraft are also required to be good neighbors and must abide by strict noise procedures,” said John Rosanvallon, President and CEO of Dassault Falcon. “Meeting these requirements is not an easy task but the convenience of flying into the heart of downtown London is highly valuable for business jet operators.” The Falcon 2000LX noise level was measured in the same category as smaller turboprop.
The Falcon 2000LX received EASA and FAA certification in April 2009. The 4,000 nm range 2000LX offers the same spacious, quiet interior as the 2000EX EASy but also the capability to serve a more extensive city pairs. It offers a 10 to 15% better climb speed improvement in comparison to the Falcon 2000EX and allows the aircraft to reach 41,000 ft in just 18 minutes. The Falcon 2000LX comes standard with the award-winning EASy flight deck which has won high marks and praise for its integrated features and intuitive displays.
In 2009, the Falcon 7X was approved to operate at London City Airport for both EASA and FAA registered aircraft. The Falcon 7X offers the longest range of any business jet qualified for London City with nonstop capability to New York. Additionally, the Falcon 900DX/EX, Falcon 50 and Falcon 10 all have London City approval.
About Dassault Falcon
Dassault Falcon is responsible for selling and supporting Falcon business jets throughout the world. It is part of Dassault Aviation, a leading aerospace company with a presence in over 70 countries across five continents. Dassault Aviation produces the Rafale fighter jet as well as the complete line of Falcon business jets. The company has assembly and production plants in both France and the United States and service facilities on multiple continents. It employs a total workforce of over 12,000. Since the rollout of the first Falcon 20 in 1963, 2,000 Falcon jets have been delivered to 67 countries worldwide. The family of Falcon jets currently in production includes the tri-jets-the Falcon 900DX, 900LX, and the 7X-as well as the twin-engine 2000LX.
Fast Expanding Airlines Continue to Adopt Mechtronix Train@Home Business Model
MONTREAL, Dec. 6, 2010 /PRNewswire/ — Mechtronix Systems Inc., an MWC company, a world leading manufacturer of Flight Simulation Training Devices (FSTD), today announced that Mexican Interjet is opening a brand new training facility in Toluca, equipped with an A320 FFS X™ to train their pilots at their operations base. This will be Interjet’s first FFS and the first A320 full motion simulator to be installed in Mexico in twelve years. Interjet’s pilots will have unlimited access to the device at their home base of operation in Toluca; optimizing crew coverage while lowering training costs by reducing time off the line and travel expenses. The state-of-the-art unit provides an easier access to training and enables Interjet to perform 100% of initial and recurrent training at their base of operations. It will be evaluated by the Mexican Aviation Authorities, Direccion General de Aviacion Civil, following FAA 14 CFR Part 60 standard for Level D.
“Our current A320 fleet of 22 plus the 12 to come justify having our own training center. Now we can cut drastically our crews training costs and enhance productivity. Other A320 operators in the region can also benefit from our state-of-the art facility and Toluca’s convenient location. We selected Mechtronix after a careful examination of FSTD manufacturers. We’re delighted with their professionalism, product quality and technical skills demonstrated throughout the different stages of the project and today,” said Jose Luis Garza, Interjet CEO.
“We are thankful for the trust granted to Mechtronix by the very senior management of Interjet; and installing an A320 FFS X™ in Mexico is another achievement from Mechtronix as it adds up to our Airbus references worldwide and strengthens our presence in this dynamic part of the world,” explained Mechtronix President Xavier Herve. “Our Train@Home business model allows growing airlines’ pilots to train at operations home base in ground-breaking simulation technology at a reasonable cost. Interjet’s fast growing fleet of 22 A320 aircraft justified the investment in a Level D FFS and with such innovative equipment, Interjet will offer top-quality A320 flight training, thus contributing to the further raising of training standards in Mexico. It was a real pleasure working together on this project and we trust Interjet will be highly satisfied with their new simulator.”
The A320 FFS X™, a highly cost-effective and easy-to-operate platform, enables the airline to save time and money. Built to Airbus standard 1.6, the A320 unit offers the highest Level D fidelity together with an electric motion system and a collimated visual system that comes with a library of specifically customized airports including Mexican cities to which the airline provides service — Mexico, Toluca, Monterrey, among others.
Victorian aerodrome flight safety checks
Special flight safety checks are being carried out at 18 Victorian aerodromes next week.
There will be a series of low-level flights at each aerodrome to make sure flight paths continue to operate safely.
A twin-engine Cessna Conquest aircraft will be used to conduct the safety checks within an area up to 35 kilometres from each aerodrome.
The two pilots flying the aircraft will ensure navigation aids are operational and not suffering interference, as well as looking for any new obstacles that could be a danger to aviation safety.
The Civil Aviation Safety Authority requires these checks to be carried out every three years to maintain a high level of air safety at aerodromes.
Low-level flying is an essential part of the safety exercise, with the aircraft down as low as several hundred feet at times.
Local residents may notice an uncommon flying pattern, but this is to make sure obstacles are accurately marked on charts and no new obstacles exist. Obstacles can be towers, trees, masts or buildings that can be a danger to aircraft.
The checks are scheduled to be carried out between Saturday 11 December and Sunday 19 December 2010.
If poor weather or other factors do not allow the safety checks to go ahead on the planned days they will be carried out as soon as possible.
CASA has contracted the operation of the special check flights out to Radiola Aerospace Pty Ltd – a company with wide international expertise in these specialist operations.
Naracoorte aerodrome flight safety checks
Special flight safety checks are being carried out at Naracoorte aerodrome next week.
There will be a series of low-level flights to make sure flight paths at the aerodrome continue to operate safely.
A twin-engine Cessna Conquest aircraft will be used to conduct the safety checks within an area up to 35 kilometres from the aerodrome.
The two pilots flying the aircraft will ensure navigation aids are operational and not suffering interference, as well as looking for any new obstacles that could be a danger to aviation safety.
The Civil Aviation Safety Authority requires these checks to be carried out every three years to maintain a high level of air safety at Naracoorte aerodrome.
Low-level flying is an essential part of the safety exercise, with aircraft down as low as several hundred feet at times.
Local residents may notice an uncommon flying pattern, but this is to make sure obstacles are accurately marked on charts and no new obstacles exist. Obstacles can be towers, trees, masts or buildings that can be a danger to aircraft.
The checks are scheduled to be carried out in the week starting Sunday 12 December 2010.
If poor weather or other factors do not allow the safety checks to go ahead on the planned days they will be carried out as soon as possible.
CASA has contracted the operation of the special check flights out to Radiola Aerospace Pty Ltd – a company with wide international expertise in these specialist operations.
Mount Gambier aerodrome flight safety checks
Special flight safety checks are being carried out at Mount Gambier aerodrome next week.
There will be a series of low-level flights to make sure flight paths at the aerodrome continue to operate safely.
A twin-engine Cessna Conquest aircraft will be used to conduct the safety checks within an area up to 35 kilometres from the aerodrome.
The two pilots flying the aircraft will ensure navigation aids are operational and not suffering interference, as well as looking for any new obstacles that could be a danger to aviation safety.
The Civil Aviation Safety Authority requires these checks to be carried out every three years to maintain a high level of air safety at Mount Gambier aerodrome.
Low-level flying is an essential part of the safety exercise, with aircraft down as low as several hundred feet at times.
Local residents may notice an uncommon flying pattern, but this is to make sure obstacles are accurately marked on charts and no new obstacles exist. Obstacles can be towers, trees, masts or buildings that can be a danger to aircraft.
The checks are scheduled to be carried out in the week starting Sunday 12 December 2010.
If poor weather or other factors do not allow the safety checks to go ahead on the planned days they will be carried out as soon as possible.
CASA has contracted the operation of the special check flights out to Radiola Aerospace Pty Ltd – a company with wide international expertise in these specialist operations.
Washington, DC – The Association of Flight Attendants-CWA (AFA-CWA) today filed formal interference charges with the National Mediation Board (NMB) against Delta Air Lines management alleging unlawful conduct during the recent flight attendant representation election.
Delta management compromised the secrecy of the ballot by urging flight attendants to vote on company-controlled work computers that could track whether they clicked on the NMB’s internet voting site. In addition, hundreds of Delta/Northwest flight attendants have reported coercive and unfair methods used by management to influence the results of the recent union election. Feedback includes reports of the company’s anti-AFA literature, excessive supervisor surveillance and meddling, and repeated supervisor phone calls to flight attendant homes telling them to vote.
“Delta and Northwest flight attendants deserve the opportunity to freely participate in an election without being intimidated by management and heavy-handed efforts to keep them from gaining a voice,” said Patricia Friend, AFA-CWA International President. “Delta management launched the largest anti-union campaign in history and spared no expense in attempting to destroy the collective bargaining rights that Northwest flight attendants have worked to maintain for over 60 years. We now call on the NMB to conduct an exhaustive investigation of these charges and hold Delta executives accountable for their actions.”
If the NMB finds sufficient evidence that election interference occurred, it can order a new election that will allow flight attendants to decide representation in a free and fair manner. On November 3, the NMB counted 9,216 votes in favor of union representation for Delta flight attendants and 9,544 votes against.
For over 60 years, the Association of Flight Attendants has been serving as the voice for flight attendants in the workplace, in the aviation industry, in the media and on Capitol Hill. More than 42,000 flight attendants at 21 airlines come together to form AFA-CWA, the world’s largest flight attendant union. AFA is part of the 700,000-member strong Communications Workers of America (CWA), AFL-CIO. Visit us at www.afanet.org.
What: Porter Airlines
Where: Ottawa Airport
When: Dec 6 2010 8:40 am
Who: 28 aboard
Why: The pilot informed the airport that he was having problems with his landing gear, and did a flyby to confirm the issue. But the plane landed safely with the gear down.
Click to view full size photo at Airliners.net
Contact photographer Jorge Garcia
What: Aeromexico Boeing 777-200 en route from Mexico City (Mexico) to Madrid,SP
Where: Santa Maria
When: Dec 4th 2010
Why: Initially, the flight diverted to the Azores Islands due to a Spanish strike, but later said there were problems with the right engine. After the plane landed, passengers were provided hotel accommodations. Another plane brought spare parts to Santa Maria, and the flight continued the next day after repairs were completed.
Click to view full size photo at Airliners.net
Contact photographer Kirill Naumenko – Moscow City Spotters
What: Dagestan Airlines/South East Airlines Tupolev Tu-154 en route from Vnukovo to Makhachkala Russia
Where: Domodedovo airport
When: Saturday December 4, 2010
Who: 168 aboard including 8 crew (also reported as 155)
Why: Shortly after South East Airlines Flight 372 took off from Moscow, two of the Tupolev’s three engines failed (14:28). At 14:41, the pilot requested an emergency landing, initially at Vnukovo then at Domodedovo airport. The third engine failed as the plane was attempting to land in snow and freezing rain. The plane overshot the runway, and is reported to have struck buildings although missing a fence. Passengers say the plane broke apart when the plane hit a hill. The plane’s nose smashed and the fuselage broke into three sections. No fire or explosion occurred.
The pilot Zakarzhi Zakarzhaev has flown 17 thousand hours and is considered the most professionally trained commander of Dagestan, likely one reason there are survivors.
Passengers did not evacuate via emergency chute or ladder. They had to jump from the cabin to the ground to evacuate the wounded.
Engine failure has been conjectured to be attributed to flawed aviation fuel (filters clogged with debris or ice) or lack of maintenance. The 18-year old tri-jet is powered by Soloviev D-30KU engines.
Two were killed on impact, 83 injured were taken to 5 hospitals. 19 of these were very severe injuries—the number of fatalities has increased to 12 and may rise higher.
The mother of a constitutional court judge, Gadisa Gadzhyeva, died in the accident; the brother of Dagestan President Magomedsalam Magomedov has been hospitalized. Seven of the victims taken to the central regional hospital. Three victims were delivered to the Clinical Hospital N83 Federal Medical-Biological Agency of Russia and one to CITO Pirogov Health Ministry of Russia. 25 victims were directed to the medical institutions of the Department of Health in Moscow. There were two children, one of them taken to the Morozov Children’s Hospital, the second is in children’s emergency surgery Roshal. Others are in Institute of Emergency Care Sklifosovsky, and in various Municipal Hospitals (64th, 7th, 13th, etc…)
Russian Prosecutor General Yury Chaika took on a special control of the investigation. Photos were forbidden, and a criminal case was opened. An interview of Federal Service for Supervision of Transport of Russia supervisors indicated that they will be looking into the administration of Dagestan Airlines.
In November 2009, a Dagestan engine failed; and in August 2008 an engine caught fire. Dagestan Airlines has adopted the brand name ‘South East Airlines.’ Dagestan Airlines is an airline based in Makhachkala, in Russia’s North Caucasus region. The airline’s scheduled, charter and cargo services operate domestic and international routes from its hub at Uytash Airport.
The Moscow hotline is Moscow: 363-61-01; Emergency psychological assistance for victims families is (495) 626-37-07.
The investigation shows that at an altitude of 9000 meters engines #1 and #3 failed. Analysis of the flight data recorder confirms the initial fluctuations in fuel supply to all three engines at an altitude of about 9000 meters, wjem engines 1 (left) and 3 (right) failed, Engine #2 was unstable as well recovered and ran until landing. First touchdown occurred at a vertical acceleration of 3.5G and vertical accelerations over 5.0G.The fuel pumps system is being dismantled, fuel samples were taken from the left engine and left fuel tank and are being analysed.
EVERETT, Wash., Nov. 24, 2010 /PRNewswire/ — Boeing (NYSE: BA) is developing minor design changes to power distribution panels on the 787 and updates to the systems software that manages and protects power distribution on the airplane. These changes come as the result of what has been learned from the investigation of an onboard electrical fire on a test airplane, ZA002, earlier this month in Laredo, Texas.
“We have successfully simulated key aspects of the onboard event in our laboratory and are moving forward with developing design fixes,” said Scott Fancher, vice president and general manager of the 787 program. “Boeing is developing a plan to enable a return to 787 flight test activities and will present it to the U.S. Federal Aviation Administration (FAA) as soon as it is complete.”
Engineers have determined that the fault began as either a short circuit or an electrical arc in the P100 power distribution panel, most likely caused by the presence of foreign debris. The design changes will improve the protection within the panel. Software changes also will be implemented to further improve fault protection.
The P100 panel is one of five major power distribution panels on the 787. It receives power from the left engine and distributes it to an array of systems.
The 787 team is now assessing the time required to complete the design changes and software updates that are being developed. A revised 787 program schedule is expected to be finalized in the next few weeks.
“Our team is focused on developing these changes and moving forward with the flight test program,” said Fancher. “The team in Laredo is also well along in preparing to return ZA002 to Seattle.”
Forward-Looking Statements
Certain statements in this report may be “forward-looking” within the meaning of the Private Securities Litigation Reform Act of 1995. Words such as “expects,” “intends,” “plans,” “projects,” “believes,” “estimates,” “targets,” “anticipates,” and similar expressions are used to identify these forward-looking statements. Forward-looking statements are based upon assumptions about future events that may not prove to be accurate. These statements are not guarantees of future performance and involve risks, uncertainties and assumptions that are difficult to predict. Actual outcomes and results may differ materially from what is expressed or forecasted in these forward-looking statements. As a result, these statements speak to events only as of the date they are made and we undertake no obligation to publicly update or revise any forward-looking statements, whether as a result of new information, future events or otherwise, except as required by federal securities laws. Specific factors that could cause actual results to differ materially from forward-looking statements include, but are not limited to, statements we make regarding our guidance relating to future financial and operating performance, the effect of economic conditions in the United States and globally, and general industry conditions as they may impact us or our customers, as well as the other important factors disclosed previously and from time to time in our other filings with the Securities and Exchange Commission.
Click to view full size photo at Airliners.net
Contact photographer Mario Aurich – AirTeamImages
What: Jetblue Airbus A320-200 from Hartford to Fort Lauderdale
Where: Fort Lauderdale
When: Dec 2nd 2010 6:10 pm
Why: The flight was landing in Fort Lauderdale when there was a bird strike which damaged the flaps. A replacement plane was provided for the return flight.
What: United Airlines/Skywest Canadair CRJ-200 en route from Denver to Casper
Where: Casper/Natrona County Airport
When: 10:30 am
Who: 43 passengers
Why: On approach, the plane developed a mechanical problem with its wing flap. The plane landed safely, and was sent to maintenance for work on the wing flaps.
Wednesday 2 December 2010
The Civil Aviation Safety Authority has issued a direction to Qantas to conduct a further inspection of the Rolls-Royce Trent 900 engines on its A380 aircraft.
This direction requires Qantas to inspect an oil filler tube that feeds oil to the engine’s high pressure/intermediate pressure bearing structure.
The oil filler tube inspection must be carried out within two flight cycles.
Under the direction, Qantas is required to conduct the inspections in accordance with detailed technical information contained in a service bulletin issued by the manufacturer Rolls-Royce this week.
Inspections will be undertaken using specialist equipment known as a borescope, which is inserted into the oil tube and provides a view of the condition of the wall of the tube.
Qantas engineers will be looking for any sign of the wall of the tube being out of tolerance and reduced in thickness, which could cause the tube to crack and leak oil.
Evidence of a problem with the oil tube has been found during the investigation into the Qantas A380 engine failure near Singapore on 4 November 2010.
The Australian Transport Safety Bureau has identified the condition of the tube as a safety issue and issued a safety recommendation to Rolls-Royce.
CASA continues to liaise closely with Qantas, the European Aviation Safety Agency, Rolls-Royce, Airbus and the Australian Transport Safety Bureau. In monitoring developments CASA will take any further action that may be necessary in the interests of safety.
NTSB Advisory
National Transportation Safety Board
Washington, DC 20594
December 2, 2010
As part of its continuing investigation into a plane crash in Montana, the National Transportation Safety Board will open the public accident docket on Friday, December 3, 2010.
On March 22, 2009, at 1430 mountain daylight time, a Pilatus PC-12/45, N128CM, crashed near the approach end of runway 33 at Bert Mooney Airport (BTM), Butte, Montana. The airplane was owned and operated by Eagle Cap Leasing of Enterprise, Oregon, as a personal flight under the provisions of 14 Code of Federal Regulations Part 91. All 14 people on board the airplane were killed in the accident. There were no ground injuries. The flight departed Oroville Municipal Airport, Oroville, California, at 1110 Pacific Daylight Time (1210 mountain daylight time) on an instrument flight rules flight plan and was destined for Gallatin Field, Bozeman, Montana. The airplane was diverting to Butte at the time of the accident. Visual meteorological conditions prevailed at the time of the accident.
The information being released is factual in nature and does not provide analysis. The docket includes: investigative group factual reports, interview summaries, crew statements, air traffic control transcripts, controller statements, the meteorology report, and other documents.
Additional material will continue to 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.
The docket material will be made available at 10:00 am ET on December 3 on the NTSB website at http://www.ntsb.gov/dockets/foia_fri-dockets.htm#Aviation2010 in the FOIA electronic reading room. Details are listed by date.
This will be a document release only. No interviews will be conducted.
WASHINGTON, Dec. 2, 2010 — The Air Transport Association of America (ATA), the industry trade organization representing the leading U.S. airlines, announced today that Delta Air Lines CEO Richard H. Anderson has been elected chairman of the ATA Board of Directors. Southwest Airlines Chairman of the Board, President and CEO Gary C. Kelly was named vice chairman.
Anderson, who succeeds United’s Glenn F. Tilton and Kelly both will serve a two-year term.
“Richard Anderson is a strong leader and a proven chief executive, with the necessary credentials to further propel the mission of ATA as it faces the challenges and priorities in this next Congress,” said ATA President and CEO James C. May. “Richard Anderson, Gary Kelly and incoming ATA President and CEO Nick Calio will complement each other as the association’s board representatives with the administration and the new Congress.”
“I look forward to working cooperatively with the administration, Congress and regulatory agencies to advance initiatives that support continued improvements in the financial health of the U.S. aviation industry and maintain our focus on safety,” said Anderson. “Airlines are a vital industry in the U.S. and provide 11 million jobs annually. Our association’s focus is to move tax and regulatory oversight in a direction that fosters growth and makes us an even stronger economic engine for America.”
“I look forward to serving as ATA Board vice chairman,” Kelly said. “I am committed to our continued work to help ensure the long-term stability and viability of the aviation industry.”
Richard Anderson became Delta Air Lines CEO in September 2007 and was the architect of the airline’s merger with Northwest Airlines, which closed in October 2008. Prior to joining Delta, Anderson was executive vice president at UnitedHealth Group and served as president of UnitedHealth’s Commercial Markets Group. He also served as CEO of Northwest Airlines from 2001 to 2004.
Kelly began his career at Southwest Airlines as controller in 1986, moving up to chief financial officer and vice president of finance, then executive vice president and CFO, before being promoted to CEO and vice chairman in July 2004. Gary assumed the role of chairman in May 2008 and president in July 2008. Prior to joining Southwest Airlines in 1986, Gary was a CPA for Arthur Young & Company in Dallas and controller for Systems Center, Inc.
ATA recently named Nicholas E. Calio president and CEO, effective Jan. 1, 2011. Calio currently leads Global Government Affairs for Citigroup, both in the United States and in the more than 100 countries in which the company does business. Prior to joining Citigroup in 2003, Calio was the assistant to the president for legislative affairs and service as chief liaison to the U.S. Congress for President George W. Bush, the same position he held under President George H.W. Bush.
U.S. Department of Transportation
Federal Aviation Administration
SAFO
Safety Alert for Operators
SAFO 10020
Flight Standards Service Washington, DC
A SAFO contains important safety information and may include recommended action. SAFO content should be especially valuable to air carriers in meeting their statutory duty to provide service with the highest possible degree of safety in the public interest. Besides the specific action recommended in a SAFO, an alternative action may be as effective in addressing the safety issue named in the SAFO.
Subject: 14 CFR, parts 91, 133, and 137 and hot fueling/loading
Purpose: This SAFO highlights current guidance and best-practices for Title 14 Code of Federal Regulations (14 CFR) parts 91, 133, and 137 operators that conduct fueling or chemical loading with the engines running (hot fueling/loading).
Background: On May 30, 2009, a Bell 47G-2 helicopter operating under part 137 was being refueled with the engine running (hot fueling) when the ground crew spilled fuel onto the engine while trying to untangle a kink in the hose. The helicopter quickly caught fire and the pilot sustained serious injuries as a result. Additionally, on September 9, 2008, a Bell 206-B helicopter, operating under part 137, sustained substantial damage while conducting hot fueling and chemical loading simultaneously. After fueling was complete, but with the chemical hose still attached, the ground crew mistakenly gave an “all clear” hand signal to the pilot. As the pilot ascended, the chemical hose caused the helicopter to pitch nose down and roll to the right, contacting the ground.
Recommended Action: Hot fueling/loading can be extremely hazardous and is not recommended except when absolutely necessary due to the nature of the operation. Operators who conduct hot fueling/loading should develop standard operating procedures (SOP) for flight and ground crew personnel. The operator’s procedures should address the following guidelines:
References:
The Qantas A380 Rolls Royce engine failure was due to a (fatigue) cracked tube. The Australian Trade Practices Act allows Qantas to pursue a legal solution against rolls Royce, especially as it appears they were aware of engine problems (fatigue cracking in the thin side of an unevenly bored oil tube) but did not inform Qantas. If there were flawed oil tubes on the earliest “A-version” Trent 900s, have some of these survived in lagter models? Qantas no longer uses A version engines.
Good for Qantas, if they are going to sue.
Now the passengers should sue Quantas for the close miss to a possible tragedy and for the mental stress.
The Australian Report:
Manufacturing problem potential factor in QF32 engine failure
Date: 02 December 2010
The ATSB has issued a safety recommendation about potential engine problems in some Airbus A380 aircraft.
The safety recommendation identifies a potential manufacturing defect with an oil tube connection to the high-pressure (HP)/intermediate-pressure (IP) bearing structure of the Trent 900 engine installed in some A380 aircraft.
The problem relates to the potential for misaligned oil pipe counter-boring, which could lead to fatigue cracking, oil leakage and potential engine failure from an oil fire within the HP/IP bearing buffer space.
In response to the recommendation Rolls Royce, affected airlines and safety regulators are taking action to ensure the continued safe operation of A380 aircraft. The action involves the close inspection of affected engines and the removal from service of any engine which displays the suspected counter-boring problem.
The ATSB will hold a media briefing tomorrow (Friday 3 December 2010) at 10.30am to accompany the release of its preliminary factual investigation report into the QF32 occurrence. ATSB Chief Commissioner Mr Martin Dolan will present the known facts gathered from the investigation and highlight the key safety issues that have resulted from the investigation to date.
Summary
On 4 November 2010, at 0157 Universal Coordinated Time (UTC), an Airbus A380 aircraft, registered VH-OQA (OQA), being operated as Qantas flight 32, departed from runway 20 centre (20C) at Changi Airport, Singapore for Sydney, New South Wales. On board the aircraft were five flight crew, 24 cabin crew and 440 passengers (a total of 469 persons on board).
It was reported that shortly after departing Singapore the No. 2 engine failed. The aircraft was returned to Singapore for a safe landing after reducing its fuel load. The investigation is continuing.
A report has not yet been released for this investigation.
Preliminary report to be released 10.30am Friday, 3 December 2010
On 4 November 2010, at 0157 Universal Coordinated Time (UTC), an
Airbus A380 aircraft, registered VH-OQA (OQA), being operated as
Qantas flight 32, departed from runway 20 centre (20C) at Changi
Airport, Singapore for Sydney, New South Wales. On board the
aircraft were five flight crew, 24 cabin crew and 440 passengers (a
total of 469 persons on board).
It was reported that shortly after departing Singapore the No. 2
engine failed. The aircraft was returned to Singapore for a safe
landing after reducing its fuel load. The investigation is
continuing.
A report has not yet been released for this investigation.
Preliminary report to be released 10.30am Friday, 3 December
2010
On 4 November 2010, at 0157 Universal Coordinated
Time (UTC), an Airbus A380 aircraft, registered VH-OQA (OQA), being
operated as Qantas flight 32, departed from runway 20 centre (20C)
at Changi Airport, Singapore for Sydney, New South Wales. On board
the aircraft were five flight crew, 24 cabin crew and 440
passengers (a total of 469 persons on board).
Following a normal takeoff, the crew retracted the
landing gear and flaps. The crew reported that, while maintaining
250 kts in the climb and passing 7,000 ft above mean sea level,
they heard two almost coincident ‘loud bangs’, followed shortly
after by indications of a failure of the No 2 engine.
The crew advised Singapore Air Traffic Control of the
situation and were provided with radar vectors to a holding
pattern. The crew undertook a series of actions before returning
the aircraft to land at Singapore. There were no reported injuries
to the crew or passengers on the aircraft. There were reports of
minor injuries to two persons on Batam Island, Indonesia.
A subsequent examination of the aircraft indicated
that the No 2 engine had sustained an uncontained failure of the
Intermediate Pressure (IP) turbine disc. Sections of the liberated
disc had penetrated the left wing and the left wing-to-fuselage
fairing, resulting in structural and systems damage to the
aircraft. The No 2 engine was removed from the aircraft and
disassembled in an authorised engine workshop for examination,
under the supervision of the Australian Transport Safety Bureau. In
addition, a large section of liberated IP turbine disc was also
recovered from Batam Island for examination. Those examinations are
ongoing.
As a result of this occurrence, a number of safety
actions were immediately undertaken by Qantas, the Australian Civil
Aviation Safety Authority, Airbus, Rolls-Royce plc, and the
European Aviation Safety Agency.
The Australian Transport Safety Bureau has prepared a
Preliminary Factual Report on the investigation of the occurrence.
That report will be publically released on 3 December 2010.
Recent examination of components removed from the
failed engine at the Rolls-Royce plc facility in Derby, United
Kingdom, have identified the presence of fatigue cracking within a
stub pipe that feeds oil into the High Pressure (HP) / Intermediate
Pressure (IP) bearing structure. While the analysis of the engine
failure is ongoing, it has been identified that the leakage of oil
into the HP/IP bearing structure buffer space (and a subsequent oil
fire within that area) was central to the engine failure and IP
turbine disc liberation event.
Further examination of the cracked area has
identified the axial misalignment of an area of counter?boring
within the inner diameter of the stub pipe; the misalignment having
produced a localised thinning of the pipe wall on one side. The
area of fatigue cracking was associated with the area of pipe wall
thinning
Misaligned stub pipe counter-boring is understood to be related
to the manufacturing process. This condition could lead to an
elevated risk of fatigue crack initiation and growth, oil leakage
and potential catastrophic engine failure from a resulting oil
fire.
As a result of the identified critical safety issue, the
Australian Transport Safety Bureau issues the following safety
recommendation:
The Australian Transport Safety Bureau recommends
that Rolls-Royce plc address the safety issue and take actions
necessary to ensure the safety of flight operations in transport
aircraft equipped with Rolls-Royce plc Trent 900 series
engines.
| Date: | 04 Nov 2010 | Investigation Status: | Active |
|---|---|---|---|
| Time: | 0201 UTC | Investigation Type: | Occurrence Investigation |
| Location: | overhead Batam Island, Indonesia | Occurrence Type: | Powerplant / Propulsion |
| State: | International | Occurrence Class: | Mechanical |
| Occurrence Category: | Serious Incident | ||
| Report Status: | Pending | Highest Injury Level: | None |
| Aircraft Manufacturer: | Airbus |
|---|---|
| Aircraft Model: | A380 |
| Aircraft Registration: | VH-OQA |
| Serial Number: | 0014 |
| Type of Operation: | Air Transport High Capacity |
| Damage to Aircraft: | Serious |
| Departure Point: | Singapore |
| Destination: | Sydney, NSW |
The biggest consequence in this Trent 900 engine brouhaha may be the Rolls Royce reputation.
While the company’s engineering skills have not suddenly degraded overnight, confidence in Rolls Royce certainly has. If, as the Australian Transport Safety Bureau says, the internal fire in the notorious (Qantas owned) Trent 900 engine is the result of an internal engine oil leak at 1,000°C at high pressure, the endangerment of 440 passengers and 26 crew may have been preventible, given that there seems to have been fore-knowlege (by Rolls Royce) of a 1st generation manufacturing defect in a pipe coupling. As the 3rd generation versions of the engine no longer sport the same problem, the issue was recognized prior to the explosion, and dealt with.
The failure to communicate a potential problem to Qantas before the engine fire, and for that matter, to owners of all affected 1st and 2nd generation products (Singapore Airlines and Lufthansa), goes beyond a communications failure and inches toward negligence. And the practical concern now is that irregardless of whether the specific factor was a manufacturing defect or fatigue, how swift and responsible will Rolls Royce be in corrective action, aggressive inspection schedules and reconfiguring a maintenance paradigm that gets A380s back on track?
Time will tell. Also, only time will tell if this engine explosion will be contained within the auspices of Rolls Royce; Qantas, Singapore Airlines and Lufthansa. In fact, Rolls Royce is not alone in its sub-culture of secrecy and non-reportage and disclosure. Will the teetering public confidence in aviation safety will be irrevocably compromised in the days to come?
FOR IMMEDIATE RELEASE
To promote sharing of aviation security knowledge and expertise globally, the International Civil Aviation Organization (ICAO) and the Civil Aviation Authority of Singapore (CAAS) have inked a Memorandum of Understanding (MOU) to establish the ICAO-Singapore Aviation Security Leadership and Management Seminar (LAMS). Mr. Raymond Benjamin, Secretary-General, ICAO, and Mr. Yap Ong Heng, Director-General, CAAS, signed the MOU today.
This high-level Seminar will be developed with ICAO and run by the Singapore Aviation Academy (SAA), the training arm of CAAS. It aims to equip senior management of the civil aviation authorities and industry with the knowledge and expertise on aviation security to enable them to effectively carry out their responsibilities as decision-makers. The Seminar also aims to enhance States’ and industry players’ understanding of ICAO aviation security objectives and priorities, international aviation security developments and international best practices.
The Seminar is targeted at the senior management of governmental aviation organizations, airport authorities, airlines, other relevant aviation industry organizations, and international aviation organizations. The Seminar will be conducted at SAA, and facilitated by aviation security instructors from ICAO and Singapore. The Seminar is scheduled to have its inaugural run in the third quarter of 2011.
Mr. Benjamin, who is in Singapore under the CAAS Distinguished Visitors Programme (DVP), emphasised the need for such high-level Seminars to enhance global understanding and cooperation in protecting civil aviation from security threats. “Civil aviation threats such as terrorism are global problems that require global solutions. Security measures must therefore be uniform and consistently enforced in all countries to be effective. This can only be achieved with the full cooperation of States, in collaboration with key stakeholders, including industry partners”.
“Singapore is honoured to partner ICAO in establishing the Aviation Security Leadership and Management Seminar. This Seminar is timely in the light of the evolving security threats and the developments in aviation security globally. It will significantly contribute to States enhancing their aviation security preparedness and capabilities”, said Mr. Yap.
About the International Civil Aviation Organization (ICAO)
A specialized agency of the United Nations, ICAO was created in 1944 to promote the safe and orderly development of international civil aviation throughout the world. It sets standards and regulations necessary for aviation safety, security, efficiency and regularity, as well as for aviation environmental protection. The Organization serves as the forum for cooperation in all fields of civil aviation among its 190 Contracting States.
ICAO and Recent Developments in Civil Aviation Security
At the recent 37th Session of the ICAO Assembly held in Montréal in September/October 2010, Member States endorsed a Declaration on Aviation Security and adopted a proactive Comprehensive Aviation Security Strategy. More recently, the Council of ICAO adopted the 12th amendment of Annex 17 (Security) to the Convention on International Civil Aviation, improvements specifically aimed at strengthening air cargo security measures. In September, a diplomatic conference held in Beijing, under the auspices of ICAO, adopted two treaties to further criminalise acts of unlawful interference against civil aviation.
Website: www.icao.int
About the Civil Aviation Authority of Singapore (CAAS)
The mission of the Civil Aviation Authority of Singapore (CAAS) is to “Grow a safe, vibrant air hub and civil aviation system, making a key contribution to Singapore’s success”. CAAS’ roles are to oversee and promote safety in the aviation industry, develop the air hub and aviation industry, provide air navigation services, develop Singapore as a centre for aviation knowledge and training, and contribute to the development of international aviation.
Website: www.caas.gov.sg
Founded in 1958, the Singapore Aviation Academy (SAA) is the training arm of CAAS. Over the past 50 years, SAA has established itself as a renowned centre of learning in aviation. It continuously introduces new programmes to address the needs of aviation professionals at all stages of their careers.
In 2000, SAA was conferred the prestigious Edward Warner Award by the Council of the International Civil Aviation Organisation (ICAO) for its eminent contribution as a centre of excellence in international civil aviation training. To date, SAA has trained more than 52,000 participants from 190 countries. SAA has currently four specialised schools – School of Aviation Management, School of Civil Aviation Safety and Security, School of Air Traffic Services and School of Airport Emergency
Services.
Website : www.saa.com.sg
About the CAAS Distinguished Visitors Programme (DVP)
The CAAS Distinguished Visitors Programme (DVP) was established in 2000 to honour outstanding leaders and experts in international civil aviation. The DVP is customised for the invited personality and serves as a unique opportunity for the personality to gain a first-hand understanding of Singapore’s civil aviation landscape, and exchange views with senior transport officials and industry players in Singapore.
CHICAGO, Dec 01, 2010 (BUSINESS WIRE) —
United Continental Holdings, Inc. (NYSE: UAL) will be presenting at the 2010 Hudson Securities U.S. Airlines Conference on Wednesday, Dec. 8, 2010, in New York. The presentation will begin at 8:55 a.m. CT / 9:55 a.m. ET.
The live audio webcast and accompanying presentation will be available at ir.unitedcontinentalholdings.com. The company will archive the audio webcast on the web site within 24 hours of the presentation for 14 days.
AMBERLEY, Queensland, Dec. 2, 2010 — The Boeing Company [NYSE: BA] will bid a fond farewell to the Royal Australian Air Force (RAAF) F-111 strike fighters that the company has supported for more than 14 years when the fleet is retired on Dec. 3.
As prime contractor for F-111 through-life support activities since 1996, Boeing Defence Australia has designed, developed and delivered technologies and modifications to improve the operational effectiveness of the F-111 fleet from its facilities at RAAF Base Amberley. These upgrades included aircraft overhauls conducted under the F-111 Weapons System Business Unit (WSBU) contract.
Awarded to Boeing in 2001, the WSBU contract was the largest contract awarded by the Commonwealth of Australia at the time and covered all major upgrades to the fleet’s airframe, avionics and weapons systems, including:
Additional programs and facilities that Boeing has operated in support of the fleet include a fuel tank repair program, a coldproof load test facility, an F-111 ground test team, and a wing recovery program.
"Over the years, hundreds of Boeing employees have played a vital role in maintaining the operational effectiveness of the F-111 fleet and some, like me, have an even longer history with the platform after working on them during our time in the RAAF," said Ian Gabriel, F-111 program manager, Boeing Defence Australia. "On behalf of all Boeing personnel who supported the aircraft, it has been a privilege to have played a part in the rich military history of the F-111."
"Throughout Boeing’s long association with the F-111, we’ve forged strong relationships with the RAAF, our supplier partners and the local Ipswich community," said John Duddy, vice president and managing director, Boeing Defence Australia. "This could not have been achieved without the consistency and commitment of the Boeing personnel who have worked on the platform, and I thank them all. As the F-111 retires and we enter a new generation of Australian air defense through the F/A-18E/F Super Hornets, Boeing looks forward to continuing to work with the RAAF to help protect Australia and its people."
Boeing Defence Australia, a wholly owned subsidiary of The Boeing Company and a business unit of Boeing Defense, Space & Security, is a leading Australian aerospace enterprise. With a world-class team of more than 1,500 employees at 14 locations throughout Australia and two international sites, Boeing Defence Australia supports some of the largest and most complex defense projects in Australia.
A unit of The Boeing Company, Boeing Defense, Space & Security is one of the world’s largest defense, space and security businesses specializing in innovative and capabilities-driven customer solutions, and the world’s largest and most versatile manufacturer of military aircraft. Headquartered in St. Louis, Boeing Defense, Space & Security is a $34 billion business with 68,000 employees worldwide.
December 1, 2010
WASHINGTON, D.C. – The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today announced that Mexico complies with international safety standards set by the International Civil Aviation Organization (ICAO), based on the results of a November FAA review of Mexico’s civil aviation authority.
Under the leadership of Secretary Juan Molinar and Director General Hector Gonzalez Weeks, Mexico has made significant progress and is now upgraded from the Category 2 safety rating the country received in July to Category 1. At Mexico’s request, the FAA will continue to provide technical assistance to support and maintain the changes the civil aviation authority has made.
A Category 1 rating means the country’s civil aviation authority complies with ICAO standards. A Category 2 rating means a country either lacks laws or regulations necessary to oversee air carriers in accordance with minimum international standards, or that its civil aviation authority – equivalent to the FAA for aviation safety matters – is deficient in one or more areas, such as technical expertise, trained personnel, recordkeeping or inspection procedures.
With the International Aviation Safety Assessment (IASA) Category 2 rating, Mexican air carriers could not establish new service to the United States, but were allowed to maintain existing service. Now with the Category 1 rating, Mexican air carriers can again add flights and service to the United States.
As part of the FAA’s IASA program, the agency assesses the civil aviation authorities of all countries with air carriers that operate or have applied to fly to the United States and makes that information available to the public. The assessments determine whether or not foreign civil aviation authorities are meeting ICAO safety standards, not FAA regulations.
Countries with air carriers that fly to the United States must adhere to the safety standards of ICAO, the United Nations’ technical agency for aviation that establishes international standards and recommended practices for aircraft operations and maintenance. IASA information is at www.faa.gov/about/initiatives/iasa/.
