On Thursday, the cockpit voice and data recorders of the Afriqiyah Airways Airbus A330-200 which crashed in Tripoli were brought by Naji Dhaw the Libyan investigator to France to be examined to ferret out the details of why the flight crashed. Only the NTSB (US) and the BEA(France) are equipped to read the boxes.
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Contact photographer Markus Hahn
What: Cimber Air Aerospatiale ATR-72-500 en route from Copenhagen to Aalborg
Where: Kastrup Airport, Copenhagen
When: May 18th 2010
Who: 63 passengers and 4 crew
Why: After takeoff, the plane lost a nose wheel when a wheel fell off after an axle broke. The plane returned to land at Kastrup. The landing was safe, and the passengers were rebooked on a subsequent flight.
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Contact photographer Christopher B.
What: Transaero Boeing 737-500 en route from Moscow to Krasnodar
Where: Moscow
When: May 19th 2010
Who: 87 passengers
Why: While en route, the crew received an indication of low hydraulic pressure. The flight returned to Moscow and made a safe landing. Passengers were booked onto other flights.
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Contact photographer Petr Volek
What: Travel Service Boeing 737-800 en route from Sharm el Sheikh Egypt to Prague
Where: Cairo
When: May 17th 2010
Who: 160 passengers
Why: While en route, the flight crew found indication of a wheel well fire and diverted to Prague. The flight landed safely, and the indication proved to be groundless, causing only a minor delay at the airport.
Pictured: Lion Air Robinson Helicopter fleet published on Lion Air Website
What: Lion Air Robinson R44 Raven II helicopter
Where: Jael Subdivision in Barangay Iyam, south of Lucena City, Philippines
When: MAY 17, 2010
Who: 4 aboard the flight, and two or three on the ground including Rowena Navales (14) 7 fatalities in all.
Why: The Lion Air helicopter had just taken off. A scant 300 feet later, the chopper swerved, the propeller stopped spinning, and the helicopter slammed into three houses in a neighborhood 70 miles south of Manila. The fire spread to five houses. There were two or three fatalities on the ground, possibly all children, in addition to those aboard the flight.
Aboard were Quezon Gov. Rafael Nantes,his military escort Master Sergeant Alfred Dominguez, police escort Police Officer Randy Roferez, and the pilot identified as Nestor Sanchez.
The crash is being attributed to mechanical problems.
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Contact photographer Ben Wang
What: United Airlines Boeing 757-200 en route from New York to Los Angeles
Where: Washington
When: May 16th 2010
Who: 105 passengers and 7 crew
Why: While en route, the crew discovered a fire in the cockpit in the power wires to the windshield heaters. The crew put out the flames, and diverted to Dulles where they made a safe landing. No mention of how the passengers were handled; but this is a known problem with the windshield heaters.
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Contact photographer John Tiplady
What: Jetblue Airbus A320-200 en route from Sacramento CA to New York
Where: New York
When: May 17th 2010
Why: After landing at JFK, while taxiing on the runway, the plane encountered a bird (or flock of birds) sustaining minor damage.
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Contact photographer Danny Fritsche
What: Continental Airlines/Colgan Air Saab 340B en route from Houston to Shreveport
Where: Lufkin Texas
When: May 17th 2010
Why: While en route, the flight encountered turbulence. One injured passenger remained aboard until a safe landing at Shreveport.
May 18 — AVS plays an integral role in NextGen by setting, overseeing and applying safety standards for the aviation industry. The AVS Work Plan for NextGen 2010 explains how AVS is organizing to support NextGen. It also charts the course for AVS involvement, and lays out major deliverables AVS will contribute toward the successful implementation of NextGen.
AVS activity in support of NextGen focuses on its three core businesses: developing standards, managing approval processes and procedures, and overseeing continuous operational safety.
“NextGen is our opportunity to greatly improve the air transportation system to meet future needs,” said AVS-1 Peggy Gilligan. “We will continue to promote aviation safety for the flying public and those who rely on the aviation industry, but there will be change. We’re going to see giant leaps in technology, and AVS will continue its role to identify and mitigate risks as we introduce new systems and operations as quickly as possible. That’s our challenge.”
When fully implemented, NextGen will safely allow more aircraft to fly closer together on more direct routes while reducing delays, pollution, and noise. NextGen will greatly improve the air transportation system we have known for decades.
Geneva – The International Air Transport Association (IATA) called on European governments and air navigation service providers to urgently develop more precise procedures to identify ash contaminated air space and allow more flights. The call came in the wake of 1,000 flight cancellations on Monday (17 May) as a result of the continued volcanic eruptions in Iceland.
“This problem is not going away any time soon. The current European-wide system to decide on airspace closures is not working. We welcome the operational refinements made by the Volcanic Ash Advisory Centre (VAAC) in their theoretical model but we are still basically relying on one-dimensional information to make decisions on a four-dimensional problem. The result is the unnecessary closure of airspace. Safety is always our number one priority. But we must make decisions based on facts, not on uncorroborated theoretical models,” said Giovanni Bisignani, IATA’s Director General and CEO.
Bisignani noted some successful exceptions which provide examples to follow. “France has been able to safely keep its airspace open by enhancing the VAAC data with operational expertise to more precisely determine safe fly zones. Today, the UK Civil Aviation, working with the UK NATS (the air navigation service provider), announced another step forward by working with airlines and manufacturers to more accurately define tolerance levels while taking into account special operational procedures. Both are examples for other European governments to follow,” said Bisignani.
Bisignani called for (1) more robust data collection and analysis (2) a change in the decision making process and (3) urgency in addressing the issues.
Data Collection and Analysis
“Numbers show that the current system is flawed. Over 200,000 flights have operated in European airspace identified by the VAAC as having the potential presence of ash. Not one aircraft has reported significant ash presence and this is verified by post-flight aircraft and engine inspections. We must back the theory with facts gathered by aircraft to test ash concentration. France and the UK are showing that this is possible. If European civil aviation does not have the resources, it should look to borrow the test aircraft from other countries or military sources,” said Bisignani.
Changing the Decision-making Process
“We have lost confidence in the ability of Europe’s governments to make effective and consistent decisions. Using the same data, different countries have come to different conclusions on opening or closing airspace,” said Bisignani.
“Ultimately the industry needs a decision-making process for ash clouds similar to the one used for all other operational disruptions. Every day airlines make decisions whether to fly or not to fly in various weather conditions. Airlines collate the information available and make informed decisions placing safety first and with full access to all the latest weather reporting. Why should volcanic ash be any different?” said Bisignani.
In the US, which has a lot of experience with volcanic activity, the government identifies a no-fly zone where ash concentration is the highest. For all other areas, it is the responsibility of the airline to decide to fly or not based on the various data sources available. “The US has well-established, safe and effective procedures for tracking the hazards of volcanic ash. In recent years, the industry had no recorded safety incidents from volcanic activity in US airspace. Europe has a lot to learn,” said Bisignani.
Urgency
“Volcanic ash is a new challenge for European aviation. We can understand that systems need to be developed to cope. But what is absolutely inexcusable is the failure of Europe’s governments to act urgently and collectively to provide real leadership in a crisis. We have vast amounts of data from over 200,000 safe flights ready for analysis to support an urgent review of the current processes. The UK is finally moving in the right direction. But what about the other affected European governments? The next transport ministers meeting is scheduled for June 24. What kind of leadership waits more than a month to make crisis decisions? European businesses are dependant on air travel and passengers certainly cannot wait that long for initiatives like the UK’s to be implemented continent-wide,” said Bisignani.
To enhance the industry’s long-term ability to address volcanic ash issues, Bisignani is traveling to Montreal for urgent meetings with the International Civil Aviation Organization (ICAO). “IATA and ICAO have been working intensely on this issue since the crisis first struck in April. IATA is strongly supporting the ICAO task force which is reviewing ash tolerance thresholds with states, operators, manufacturers and the scientific community. The responsibility of manufacturers is critical in providing performance information to back decisions,” said Bisignani.
Tomorrow Bisignani will meet Roberto Kobeh-Gonzales, President of the ICAO Council and Raymond Benjamin, ICAO Secretary-General. “It is important that we act urgently and globally to better deal with this crisis and to lay a solid foundation for better decision making in future eruptions. Even as Europe stumbles with its fragmented approach, IATA is working with the global community through ICAO and by tapping into the experience of leading regulators like the US FAA to facilitate harmonized solutions,” said Bisignani.
SEATTLE, May 17 — Boeing (NYSE: BA) today announced that it will increase production rates on the Next-Generation 737 program to 34 airplanes per month in early 2012. The planned rate increase is aimed at satisfying continued strong demand for the Next-Generation 737. In addition, the company continues to study further potential 737 rate increases, given continued customer demand.
“With over 5,200 sold to date, the Next-Generation 737 is the workhorse in our customers’ fleets around the world,” said Boeing Commercial Airplanes President and CEO Jim Albaugh. “Even through the global economic downturn, our diverse 737 backlog has remained very strong. Increasing the 737 production rate is the right thing to do to meet the growth and fleet replacement needs of our customers.”
The current production rate on the 737 program is 31.5 airplanes per month. Suppliers for the 737 program are prepared to support the rate increase. The production rate decision is not expected to have a material impact on 2010 financial results.
“The global economy continues to recover this year and we believe that airlines will return to profitability in 2011,” said Randy Tinseth, vice president of Marketing for Boeing Commercial Airplanes. “We believe that there will be an increased demand for airplanes – especially in the market served by the Next-Generation 737 – in 2012 and beyond.”
With more than 2,000 unfilled orders from more than 80 customers around the world, the Next-Generation 737 is the newest and most technologically advanced airplane in its class. Airfinance Journal’s investors’ and operators’ poll consistently ranks the Next-Generation 737 as the most preferred airplane in its class due to its wide market base, superior efficiency and lowest operating costs.
Forward-Looking Information is Subject to Risk and Uncertainty
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.
What: Pamir Airways Antonov AN-24 en route from Kundus to Kabul Afghanistan
Where: Kabul on May 17th 2010
When: May 17th 2010
Who: 38 passengers and 6 crew
Why: Lost connection with ATC 40 minutes from the airport. The wreckage, found at Salang Pass, displayed no sign of life.
Pictured: A Pamir Airways flight. This one is a Boeing 737-4Y0 over Dubai, not the plane involved in the crash
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Contact photographer Szabo Gabor
What: Pamir Airways Antonov 24B en route from Kunduz to Kabul
Where: Salang Pass (Afghanistan)
When: May 17, 2010
Who: 5 crew 38 passengers
Why: While embarking on a flight in poor weather, the plane disappeared from radar while en route. The wreckage was found in a mountainous region (Salang Pass.) Recovery efforts are impeded by location, and current weather conditions which are snowy/rainy.
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Contact photographer Hans Schulze
What: Delta Airlines Boeing 767-300 en route from New York NY to Amsterdam Netherlands
Where: 150nm north of Halifax,NS
When: May 13th 2010
Why: While en route, the plane developed oil pressure problems and had to shut down an engine. They diverted to Halifax and made a cautionary landing.
Delta provided a replacement plane for the passengers within a few hours.
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Contact photographer Torin Wilson
What: Air New Zealand/ Mount Cook Airlines Aerospatiale ATR-72-500 on behalf of Air New Zealand en route from Dunedin to Wellington New Zealand
Where: Wellington
When: May 15th 2010
Who: 61 passengers
Why: On landing approach, the plane’s right engine caught on fire. The plane made a safe landing, shut down the engine and was met by emergency services.
Maintenance found and replaced a leaking fuel line.
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Contact photographer Gary Claridge-king
What: Cathay Pacific Airbus A340-300 en route from Hong Kong (China) to Vancouver,BC
Where: Canada
When: May 15th 2010
Who: 280 passengers
Why: While the flight was en route, the airline received a phone call that there was a bomb aboard. Over Canada, two Canadian CF-18 Hornet fighter jets escorted the flight to Vancouver where it landed safely and was taxied to a remote location.
On examination, no bombs were found.
src: fleet photo
What: Blue Wing Airlines Antonov 28 passenger plane en route from Godo Holo Airstrip to Paramaribo-Zorg en Hoop Airport
Where: Upper-marowijne district 3 miles north-east of Pokisi, Suriname.
When: May 15, 2010
Who: 2 crew including pilot Peter Veldkamp, 6 passengers employed by IAMGOLD mining company, 8 fatalities
Why: Ten miles into the flight, the plane lost radio contact. The last message reporting the plane encountered bad weather. The plane disappeared in bad weather on the 15th, in a forest 200 miles southeast of Paramaribo, near the Tapanahony River where it is presumed the plane was flying (off course) to try to fly around the weather. Since then, search parties have been able to fly over the wreckage and confirm it a total loss
Ethiopian Refutes Unfounded Reports In Relation to ET-409
Ethiopian Airlines continues to refute any suggestions or conclusions made in reference to the recent accident of ET409 until the official results of the investigations are publicly released.
However, quoting an unknown source, AFP reported on May 5, 2010 that the accident of Flight ET 409 was caused by pilot error based on preliminary report. AFP acknowledged that the report was “preliminary” and that it “has not been made public.” AFP also quoted the Lebanese Information Minister as saying that he “could not comment on the preliminary findings before the release of the final report…” Furthermore, AFP admitted that “none of the investigators would comment on the preliminary findings,” including the American and Ethiopian investigators. Therefore, Ethiopian fails to comprehend the coverage of the account by AFP in light of all the above information.
Ethiopian Airlines has consistently maintained that it will not entertain any speculations or premature conclusions until the official findings are released and made public by the professionals designated to carry out the investigation in accordance with established international norms and principles. Ethiopian strongly believes that any release of information contrary to this process is not only unproductive but also misleading to the general public.
During the past sixty plus years, Ethiopian has become one of the continents leading carriers, unrivalled in Africa for its efficiency, safety and operational success. It prides itself from the high standards of its workforce including pilots, technicians and many other highly qualified personnel. Professionals in any position at Ethiopian must undertake extensive training and pass stringent evaluation and scrutiny prior to their assignments. These requirements are consistent with international aviation standards of which Ethiopian is a dedicated subscriber and certified member.
Any characterization of our pilots contrary to the foregoing is pure fabrication and cannot stand the test. Therefore, the assertions that the cockpit crew had limited experience on B737-800 and that the pilot had 200 hours of flight time in one month is far from the truth.
Individual(s) spreading unfounded information are heartless in that they do not care about the feelings of the families and relatives of the victims in addition to misleading the public at large. We urge the media to refrain from publishing such information and patiently wait the release of the preliminary findings of the investigation.
The passenger’s luggage tripped security in Tulsa, and so Pinnacle security detained it. However, the passenger who owned the luggage was free to travel to his destination.
However, this is what is unclear to me:
The bag flunked, and stayed in Tulsa. The passenger, however flew to Memphis, although his luggage was arrested (explosives detection.) Shouldn’t they have taken him off the flight with his luggage?
So after he arrived in Memphis, law enforcement interviewed him, and he passed. But they’ll be shipping his luggage to him later. Does something seem strange here?
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Contact photographer John E. Jauchler
What: Aer Lingus Airbus A330-200, registration en route from Orlando, to Dublin
Where: Orlando
When: Dublin
Who: 245 passengers and 11 crew
Why: Just after takeoff, the left engine of the Airbus had a large oil loss and was subsequently shut down. The flight returned to the airport half an hour later and made a safe landing. Passengers were provided hotel accommodations and booked on alternative flights the next day.
ICAO EUR/NAT Volcanic Ash Task Force takes steps to minimize disruptions to air transport operations
Paris, – The ICAO European and North Atlantic Volcanic Ash Task Force (EUR/NAT VATF) agreed yesterday on a common working agenda to improve contingency plans in the European and North Atlantic Regions. The group was convened to establish a coordinated region-wide operational approach by aviation to volcanic ash emergencies,
Existing plans proved effective in preventing accidents in the wake of the recent eruption of the Eyjafjallajökull Volcano in Iceland, yet action taken resulted in unprecedented disruptions of service and severe economic impact to the airline industry, as well as to sectors relying on air transport services.
The Task Force identified key areas for improving the efficiency of responses to volcanic ash emergencies and will meet next from 8-10 June to finalize proposals to amend the current Volcanic Ash Contingency Plans, for subsequent endorsement by the European Air Navigation Planning Group and the North Atlantic Systems Planning Group.
Yesterday’s Task Force meeting was attended by more than 50 participants from States, the European Commission, the scientific community and industry organizations representing airlines, air navigation services providers, pilots and engine manufacturers.
“The fact that all concerned parties are involved in the discussions shows a high level of resolve to propose options that will significantly improve responses to future volcanic ash emergencies, with emphasis on both safety and efficiency,” said Karsten Theil, ICAO EUR/NAT Regional Director.
The results of the Task Force will be incorporated into the work of the International Volcanic Ask Task Force established by ICAO on 29 April 2010.
-END-
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ICAO NEWS BRIEF
May 11, 2010 — oacicomm
ICAO holds initial meeting on New volcanic ash contingency plan
ICAO is furthering progress on the development of an internationally-harmonized safety risk management framework to provide for the safety of air transport operations in airspace contaminated by volcanic ash.
The European and North Atlantic Regional office of ICAO will host a preparatory meeting tomorrow to begin the process of amending the regional volcanic ash contingency plan following the unprecedented disruptions caused by the recent eruption of Iceland’s Eyjafjallajökull volcano on 14 April,
Stakeholders from the air transport and scientific communities will lay the basis for a more comprehensive meeting on 8-10 June, with the objective of delivering a revised North Atlantic Volcanic Ash Contingency Plan by 14 June.
The results of the meeting will be incorporated into the work of the International Volcanic Ash Task Force established by the Council of ICAO on 29 April 2010.
SEATTLE, May 13 — Boeing and two ANA (All Nippon Airways) pilots flew the Boeing 787 Dreamliner for the first time Wednesday. The airplane they flew is the first of six flight-test airplanes. The two-hour-and-40-minute flight took place over Washington state.
Flying the 787 for the first time were ANA pilots Capt. Masayuki Ishii, director of 787 pre-operations planning, and Capt. Masami Tsukamoto, manager of 787 pre-operations pilots. On board were Capt. Mike Carriker, Boeing 787 chief test pilot, Capt. Christine Walsh and Scott Fancher, vice president and general manager of the 787 program, Boeing Commercial Airplanes.
“The flight was a customer demonstration for our launch customer’s lead pilots to evaluate the 787,” said Fancher. “We are extremely proud to have ANA on the flight, and have the opportunity to show what a great airplane the men and women of Boeing have created.”
The flight was conducted under a special airworthiness certificate granted by the U.S. Federal Aviation Administration.
The 787 program was launched in April 2004 with a record order of 50 787’s from ANA. ANA, which plays an active role as launch customer, is scheduled to take the first 787 delivery in the fourth quarter 2010.
During the flight, both pilots performed multiple takeoffs and landings as well as other maneuvers that allowed them to feel the airplane’s characteristics. The pilots also gained experience with other 787 flight-deck features, including larger display screens, dual head-up displays and dual electronic flight bag.
“It was fantastic and an incredible experience,” said Capt. Ishii. “ANA passengers are in for an incredible experience when they fly on the 787,” he said.
“The flight was fantastic,” said Capt. Tsukamoto. “I’ve been waiting for this day since we made the launch order, and today my dream came true.”
During the flight, Carriker showed the ANA pilots, who are both rated on the Boeing 777, the similarities and differences between the two airplanes. Pending regulator approval, it will take as few as five days of training for 777 pilots to become qualified as 787 pilots.
Customers around the world have ordered 860 787s since the program was launched in April 2004, making the Dreamliner the fastest-selling new commercial jetliner in history.
Airbus regrets to confirm that an Airbus A330-200 operated by Afriqiyah Airways was involved in an accident in Tripoli, Libya at 04:00 GMT, Wednesday 12th May. The aircraft was operating a scheduled service, Flight 8U771 from Johannesburg, South Africa to Tripoli, Libya.
The aircraft involved in the accident, registered as 5A-ONG, was MSN (Manufacturer Serial Number) 1024, delivered from the production line in September 2009. The aircraft had accumulated approximately 1600 flight hours in some 420 flights. It was powered by General Electric CF6-80E1 engines. At this time no further factual information is available.
Preliminary reports indicate that the aircraft crashed short of the runway threshold during approach. According to available information there were 93 passengers and 11 crew on board.
In line with ICAO Annex 13 international convention Airbus is dispatching a team of technical advisors to support the investigation authorities and the Bureau d’Enquêtes et d’Analyses (BEA) as accredited representative.
The Airbus A330-200 is a widebody, twin-engine aircraft, which typically carries 253 passengers in a three-class, twin-aisle cabin on medium to long range routes of up to 7,250 nautical miles (13,400km). The A330-200 was first delivered in April 1998.
The concerns and sympathy of the Airbus employees go to the families, friends and loved ones affected by the accident.
Click to view full size photo at Airliners.net
Contact photographer Juan Carlos Guerra
What: AeroMexico Connect Embraer ERJ-145 en route from San Antonio to Mexico City
Where: Ciudad Victoria
When: May 13th 2010
Who: 31 passengers
Why: The Aeromexico Connect had a fire alert in a cargo compartment. They diverted to Ciudad Victoria where they made a safe landing. A replacement jet was flown in the next day. Also, the fire alert appeared to be a groundless indicator error; no fire was found.
MEDIA RELEASE 12 May 2010
AFRIQIYAH AIRWAYS A330 CRASH
The South African Civil Aviation Authority has been informed of the aircraft accident that took
place in Libya this morning. The Afriqiyah Airline aircraft took off from OR Tambo International
airport on Tuesday 11 May at 19:30, and was scheduled to land in Tripoli on Wednesday
morning 12 May at 04:30.
The aircraft is an Airbus A330, which as far as we know had 93 passengers and 11 crew
members on board. At this stage we cannot confirm the nationalities of the passengers who
were on board.
According to the Civil Aviation Regulations; the country of occurrence becomes the
investigating body. Therefore the Libya Civil Aviation Authority will be investigating the accident.
About the SACAA:
The South African Civil Aviation Authority (SACAA) was established on 1 October 1998 following the enactment of
the South African Civil Aviation Authority Act, No.40, in September of the same year. The SACAA promotes and
maintains a safe, secure and sustainable civil aviation environment, by regulating and overseeing the functioning
and development of the industry in an efficient, cost-effective, and customer-friendly manner according to
international standards.
For more information contact:
Phindiwe Gwebu
Senior Manager: Corporate Communications and Marketing
South African Civil Aviation Authority
Tel. + 27 11 545 1086
Cell: + 27 83 461 6070
Fax: + 27 11 545 1400
Email: gwebup@caa.co.za
Website: www.caa.co.za
