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PR: FAA Proposes $13.57 Million Civil Penality Against Boeing

SEATTLE – The Federal Aviation Administration (FAA) has proposed a civil penalty of $13.57 million against The Boeing Company for failing to meet a deadline to submit service instructions that would enable airlines to further reduce the risk of fuel tank explosions on more than 380 Boeing jetliners.

“We are committed to ensuring the safety of the flying public,” said U.S. Transportation Secretary Ray LaHood. “Manufacturers must provide the necessary instructions so the airlines can comply with this important safety regulation.”

“We take this matter very seriously,” said Acting FAA Administrator Michael Huerta. “We have issued hundreds of directives to eliminate fuel ignition sources over the past 16 years, and this step will add another layer of safety.”

Following the TWA 800 accident in July 1996, the FAA has issued 283 directives to prevent the ignition of vapors in and around commercial aircraft fuel tanks. On July 21, 2008, the FAA published the Fuel Tank Flammability Rule, which required manufacturers to develop design changes and service instructions for installing systems to further reduce fuel tank flammability.

The rule gave the two companies that design affected aircraft until Dec. 27, 2010, to submit service instructions for FAA approval. The FAA alleges that in January 2010, Boeing committed to provide the instructions by the deadline. The instructions were to explain how to install systems that would replace the oxygen in airplane fuel tanks with non-flammable nitrogen gas, reducing the risk of explosion.

Boeing missed the deadline for submitting service instructions for the 747s by 301 days, delivering them to the FAA on Oct. 24, 2011. The company was 406 days late in submitting service instructions for the 757s. In total, 383 U.S.-registered Boeing aircraft are affected by these delays.

Airbus, the other manufacturer required to develop instructions for retrofitting certain models of its airplanes, met the Dec. 27, 2010, deadline.

The Fuel Tank Flammability Rule requires airlines to retrofit half of its fleet by 2014, and complete the retrofit by 2017. An airline trade group has proposed an extension of those two dates because of the service instruction delay for certain Boeing aircraft.

The FAA expects that most, if not all, operators will meet both the 2014 and 2017 deadlines, even if they received service instructions later than anticipated. The FAA has advised the trade group that the agency is not considering any extensions to the 2017 deadline for completing the fleet retrofit. However, the agency will consider extending the 2014 deadline if necessary, based on the specific circumstances for a particular operator.

The total amount of the proposed civil penalty against Boeing is $13,574,400.

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    Sikorsky S-92A Main Gearbox (MGB) Malfunctions.

    Subject:
    Sikorsky S-92A Main Gearbox (MGB) Malfunctions.

    Ref. Publications:
    Sikorsky Safety Advisory SSA-S92-08-006 dated 26 September Sikorsky Safety Advisory SSA-S92-08-006 dated 26 September 2008; and Sikorsky CCS-92-AOL-09-0008 dated 14 March 2009.

    Description:

    The Sikorsky Aircraft Corporation published SSA-S92-08-006 to The Sikorsky Aircraft Corporation published SSA-S92-08-006 to  inform owners and operators of impending Rotorcraft Flight Manual (RFM) changes, prompted by service difficulties with the S-92A MGB lubrication system. More recently, CCS-92-AOL-09-0008 was published to inform owners and operators about a recent accident with an S-92A helicopter. The latest advisory document contains reminders of existing Sikorsky service publications that recommend specific action(s) that may or may not be related to the root cause(s) of the latest accident. CCS-92-AOL-09-0008 also specifies that ‘compliance’ with Sikorsky Safety Advisories is ‘essential’.

    After reviewing the information and pending the investigation, EASA supports the recommendations contained in CCS-92-AOL-09-0008, with the exception of SSA-S92-08-006. This advisory document refers to RFM changes that have not yet been approved by the FAA. In fact, the SSA specifies the ‘corrective action’ as “Ensure all flight crews become familiar with the RFM changes when received”. This SIB is published to ensure that all owners and operators of affected rotorcraft, registered in European Union Member States or associated countries, are aware that the procedures specified in SSA-S92-08-006 have not been approved by FAA or EASA. The relevant emergency procedures in the approved RFM must be observed.


    Applicability:

    Sikorsky S-92A helicopters, all serial numbers.

    Contact:
    For further information contact the Airworthiness Directives, Safety For further information contact the Airworthiness Directives, Safety Management & Research Section, Certification Directorate, EASA. E-mail: ADs@easa.europa.eu. Copies of the referenced advisory documents and any other related Sikorsky service publications may be obtained upon request from Sikorsky Commercial Product Support, or call the Customer Service Engineering Desk, telephone: +1 203-416-4299, or E-mail: sikorskywcs@sikorsky.com.

    http://www.sikorsky.com/vgn-ext-templating-SIK/v/index.jsp?vgnextoid=65f9e39d40a78110VgnVCM1000001382000aRCRD

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  • Northwest Pilot Decision

    FOR IMMEDIATE RELEASE: March 18, 2010
    SB-10-08

    NTSB SAYS NORTHWEST PILOTS’ DISTRACTION LED TO OVERFLIGHT OF MINNEAPOLIS, NOTES ATC SHORTCOMINGS; ISSUES RECOMMENDATIONS ON ATC PROCEDURES

    Washington, DC – The National Transportation Safety Board has determined that Northwest Airlines flight 188 overflew its destination airport of Minneapolis by more than 100 miles and failed to maintain radio communications because the pilots became distracted by a conversation unrelated to the operation of the aircraft. The NTSB’s accident brief, released today, also note air traffic control shortcomings during the event, and the Board issued two safety recommendations to address those shortcomings.

    On October 21, 2009, Northwest Airlines flight 188, an Airbus A320 (N374NW) operating as a scheduled flight between San Diego and Minneapolis, did not communicate with air traffic control for approximately one hour 17 minutes. While in this NORDO (no radio communications) state, it flew past its intended destination at a cruise altitude of 37,000 feet. The crew subsequently re-established radio communications and landed without further incident. There were no injuries.

    The NTSB said that the pilots continued to fly through several air traffic control sectors without replying to any radio commands. The investigation found that the pilots had become engaged in a conversation dealing with the process by which pilots request flight schedules and during the conversation each was using his personal laptop computer, contrary to company policy. The pilots were not aware of the repeated attempts by air traffic controllers’ and the airline to contact them until a flight attendant used the intercom to inquire about the progress of the flight.

    The NTSB also found that the lack of national requirements for recording ATC instructions when using automated flight tracking systems, such as directing an aircraft to switch frequencies or to indicate that an aircraft has checked in on an assigned frequency, was a factor in the controllers delay in performing necessary actions and notifications required by lost communications procedures. In addition, because NORDO events of a short duration are not uncommon, the Safety Board found that controllers and managers may have become complacent in completing necessary NORDO actions and required notifications in a timely manner.

    As a result of deficiencies in ATC communications procedures revealed in this investigation and an accident involving a Pilatus PC-12/45 that crashed in Butte, Montana on March 22, 2009, the Safety Board is making recommendations to the FAA to address the following issues:

    The lack of standard procedures for identifying flight crew-ATC communications in ATC facilities that use automated flight tracking systems.
    The lack of standard phraseology for identifying the emergency nature of emergency ATC radio transmissions.
    The Safety Board’s probable cause finding, with factual narrative, can be accessed at the following link on the Board’s website: http://www.ntsb.gov/ntsb/brief.asp?ev_id=20091022X00120&key=1

    The Safety Recommendation letter can also be found on the Board’s website at: http://www.ntsb.gov/Recs/letters/2010/A10_42_43.pdf.

    Previously, the Safety Board has addressed the potential hazards created by the use of personal electronic devices by transportation operators. Last month, following the Board’s investigation of the Colgan Air 3407 accident near Buffalo, NY, the Board issued a safety recommendation to the FAA to require all Part 121, 135, and 91K operators to incorporate explicit guidance to pilots, including checklist reminders as appropriate, prohibiting the use of personal portable electronic devices on the flight deck. Details of Safety Recommendation A-10-30 can be accessed at: http://www.ntsb.gov/Recs/letters/2010/A10_10_34.pdf.

    Recent accidents and incidents such as the midair collision over the Hudson River last August, Colgan Air flight 3407, and the Northwest pilot’s overflight of the Minnesota airport have demonstrated the clear hazards to aviation safety when pilots and air traffic controllers depart from standard operating procedures and established best practices.

    The Safety Board will convene a 3-day public forum on professionalism in aviation to address methods for ensuring excellence in pilot and air traffic controller performance. The forum is intended to raise awareness by promoting an open discussion between the Safety Board and invited panelists drawn from industry, labor, academia, and government on the importance of developing and reinforcing professionalism in the aviation industry. The forum is scheduled for May 18-20, 2010. More information regarding the forum will be announced in the coming weeks.

    – 30 –

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  • The Families of Air France Flight 447 Turn to US

    The Association of the relatives of the victims of Air France Flight 447 are proceeding against European manufacturer Airbus. To spearhead their undertaking, the families have contracted aviation consultant George Hatcher and the law firm of Masry & Vittoe.

    Hatcher conferred with the victims’ relatives monday (20), in Rio De Janeiro, to discuss legal strategies that will be adopted in the case. According to the specialist, at this stage, regardless of the cause of the accident, the responsible party is the manufacturer of the airplane, France’s Airbus, subsidiary of EADS, a European aerospace company.

    In a disaster of this stature, payments can reach up to $700 million dollars (U.S.).

    According to Mr Hatcher who maintains a list of hundreds of pilot experts, “Two of our Airbus pilots agree that in their expert opinion, a significant responsibility for the loss of the aircraft lies within defective computers and/or flawed computer technology. The Airbus, in their evaluation is far from perfect.”

    Hatcher will be working the Air France case, in addition to his work on the TAM case in Florida. “In respect for the family’s deep feelings,” he explained, “we are moving forward as quickly and carefully as the wheels of justice allow. Settlements in the US tend to be higher than elsewhere. The Tam hearing is scheduled for March of 2010. We came to a partial agreement with the TAM, but the case is pending on the responsible parties like BFGoodrich, responsible for the brakes, and the Pratt&Whitney, manufacturer of the turbines, one of which was with the broken reverser.”

    The Air France is eligible to be tried in Florida where Airbus maintains a training center commercial office of the Airbus.

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    Safety from the Ground Up

    February 17, 2011–GA pilots know that flight preparation takes a good deal of planning and coordination. With so many checklists and steps, it is easy to overlook another important component of a safe flight: ground safety. In his article, “Safety from the Ground Up,” pilot, mechanic, and FAA Safety Briefing associate editor Tom Hoffman walks you through some essential ramp risk management strategies to ensure a smooth take-off. Beginning at home, before you even head out to the airport, start by picking the right clothes appropriate for the weather and to protect yourself from ramp safety hazards. Look out for foreign object debris on ramps and taxiways to avoid damage to your aircraft. Use and be attentive to signals indicating that aircraft propellers are moving to avoid devastating accidents. Read about these and other essential components of ground safety on page 11 of the January/February 2011 issue of FAA Safety Briefing at www.faa.gov/news/safety_briefing/.

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    Press Release – FAA Celebrates Completion of San Francisco International Airport Recovery Act Projects

    For Immediate Release
    August 27, 2010

    SAN FRANCISCO — The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today marked the completion of $14.5 million in runway projects funded by the American Recovery and Reinvestment Act of 2009 (ARRA) that will ensure continued safety for flights at San Francisco International Airport (SFO).
    “The Recovery Act made it possible for this important safety work to happen ahead of schedule,” said U.S Transportation Secretary Ray LaHood. “These projects kept workers in good-paying jobs, and these safety improvements will benefit the airport and passengers for years to come.”
    On Friday, FAA Administrator Randy Babbitt marked the completion of the work at an event at San Francisco International Airport. A $5.5 million ARRA grant allowed the Runway 10L/28R project to be completed a year ahead of schedule. Runway 1R/19L was also completed two years ahead of schedule thanks to a $9 million ARRA grant.
    “Healthy runways are safe runways,” said Administrator Babbitt. “Old pavement can crumble, creating debris that can damage aircraft and shut runways down causing delays for passengers.”
    The Recovery Act-funded projects leveled out two runways that tend to settle over time because of ground conditions. The new asphalt concrete resurface also will prevent unexpected runway shutdowns due to pavement breakdown, and will guard against crumbling pavement creating debris that can damage aircraft. The work also included: paving both runways with asphalt concrete; reconstructing sections of the runways; upgrading the runway and taxiway lighting systems with more energy efficient LED lighting; re-painting runway markings to increase visibility and improve safety for aircraft on the airfield; and improving the surrounding drainage system.
    Granite Rock Company of Watsonville, Calif. was the prime contractor for both projects, which required 92,000 tons of asphalt concrete covering 3.46 million square feet of runways. Work on both runway projects was done on the weekends to minimize disruption to the traveling public.
    The Recovery Act funded an additional $22.4 million in upgrades to airports and facilities in and around the San Francisco Bay Area.
    At Oakland International Airport, $14.9 million in Recovery Act funding is being used in the reconstruction of a large apron area used by airlines and cargo carriers and to reconfigure a taxiway. By replacing old apron pavement, the project will improve efficiency and allow larger aircraft to use the taxiway.
    In San Jose, a $5.17 million Recovery Act grant is funding the extension a taxiway at Norman Y. Mineta San Jose International Airport. This project, which was recommended by an FAA Runway Safety Action Team, will improve safety by eliminating the need for private planes to cross a runway while taxing to an engine run-up area.
    An additional $2.4 million in Recovery Act funds is being employed to modernize and make safety upgrades at area facilities and airports.
    Nationwide, $1.3 billion in Recovery Act money has been made available for both airport improvement projects and air traffic control facility and system upgrades. These Recovery Act grants have been distributed to airports that serve commercial passengers, cargo and general aviation.

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    Boeing Resumes 787 Flight Testing

    – Interim solution verified through extensive testing
    – Schedule assessment expected to conclude in January

    EVERETT, Wash., Dec. 23, 2010 — Boeing will resume flight test activities on the 787 Dreamliner later today. The company has installed an interim version of updated power distribution system software and conducted a rigorous set of reviews to confirm the flight readiness of ZA004, the first of the six flight test airplanes that will return to flight.

    “Initially, we will resume a series of Boeing tests that remain to be completed in the flight test program. That testing will be followed later by a resumption of certification testing,” said Scott Fancher, vice president and general manager of the 787 program. Today’s testing will include an intentional deployment of the Ram Air Turbine (RAT), which is a small turbine that is deployed when back-up power is required.

    Boeing and Hamilton Sundstrand completed testing of the interim software updates earlier this week. Verification of the system included laboratory testing of standalone components, integration testing with other systems, flight simulator testing and ground-based testing on a flight test airplane.

    In the last several weeks, the company continued ground testing as part of the certification program. Additional ground testing will be done by the company on the production version of the airplane to further verify performance of the changes being made.

    “As we return to flight test and determine the pace of that activity, we remain focused on developing a new program schedule,” Fancher added. “We expect to complete our assessment of the program schedule in January.”

    Flight testing of the 787 was suspended last month following an in-flight electrical incident on a test flight in Laredo, Texas.

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