Wednesday, December 24, 2008

Santa Claus Needs a Mode S Transponder

Someone needs to tell the elves up at the North Pole to equip Santa's sleigh with a proper transponder before next Christmas rolls around. TCAS won't work unless he's squawking!

Santa  Claus

Happy Holidays to Aircrew Buzz readers around the world. For the New Year I wish all of you blue skies, smooth air, tailwinds, and happy landings.

Tuesday, December 23, 2008

Avantair Piaggio P.180 landing at Salt Lake City ends up in a snowbank

Piaggio P. 180 AvantiA Piaggio P. 180 Avanti aircraft, operating as Avantair Flight 145 (registration N145SL), slid off a runway and into a snowbank at Salt Lake City International Airport this past Friday night, December 19, 2008. The incident occurred at about 9:30 PM local time as the twin-engine turboprop aircraft was arriving at Salt Lake City in poor weather. According to the FAA, there were no injuries reported among the two crew members and six passengers on board.

A brief report about the incident on the Deseret News about the incident, the aircraft became stuck in heavy snow. An airport spokeswoman said that the incident did not disrupt the airport's operations.

Avantair is a fractional operator, headquartered in Clearwater, FL. Avantair recently took delivery of its 50th Piaggio Avanti P.180 aircraft.

[Photo Source]

United Airlines expected to furlough 250 more flight attendants in early 2009

United Airlines logoUnited Airlines management has notified its flight attendants' union that additional furloughs are expected in early 2009. The United Master Executive Council of the Association of Flight Attendants (AFA), the union representing United cabin crew, was told by the airline's management that 250 flight attendants may be laid off in this round of furloughs. Earlier this year, United reduced its flight attendant work force by 1,550.

Union officials were told that an acceleration of the TED aircraft reconfiguration, coupled with further reduction in capacity, is leading to schedule changes. Management is reviewing the aircraft schedule and has stated they will not make the final decision about flight attendant furloughs until January 9, 2009.

In accordance with the terms of the contract between the AFA and United, flight attendants will be offered voluntary furloughs first; involuntary furloughs will be imposed only if an insufficient number of flight attendants bid for voluntary furloughs. The earlier reduction of United's flight attendant work force was accomplished by voluntary furloughs and an 'Early Out' program offered to senior crew members, obviating the need for involuntary furloughs.

Monday, December 22, 2008

Update on the Continental Flight 1404 accident at Denver

About 36 hours have passed since Continental Flight 1404 veered off runway 34R during its takeoff roll at Denver International Airport. The Boeing 737-500 (registration N18611), which was departing for Houston, came to a rest in a ravine alongside the runway and caught fire. The accident occurred at 6:18 PM local time on December 20, 2008. All on board were evacuated using emergency slides. There were no fatalities, although 38 people were hospitalized with non-life-threatening injuries.

Damage to the aircraft was extensive. In addition to fire damage, the wings and fuselage cracked, the number one engine separated from the wing, and the landing gear sheared off. The fire appeared to have originated on the right side of the aircraft, and quickly spread to the interior of the passenger cabin.

First reports said that the plane had 112 people on board. That number has been raised to 115, counting lap children. The working crew was composed of two pilots and three flight attendants. Two deadheading crew members were said to be among the passengers.

This morning, runway 34R at Denver International Airport (DIA) remains closed while officials continue their on-scene investigation. Otherwise, all airport operations at DIA are described as "normal."

You may have seen news reports about a Twitter user who was on board Flight 1404 who sent live 'tweets' from the scene as events were unfolding. If you are interested, you can read the tweets posted by Twitter user 2drinksbehind, here.

The U.S. National Transportation Safety Board announced that both the Cockpit Voice Recorder (CVR) and the Flight Data Recorder (FDR) have been recovered from the accident aircraft, and have been sent to NTSB headquarters in Washington, DC for analysis. The NTSB is planning to hold a press conference about the accident later today. If there is any significant news, I will post an update here.

There is a collection of photos of the Continental Flight 1404 crash scene on Rocky Mountain News.

[Photo Source]

UPDATE Jan. 4, 2009: The Denver Post reports that the wreckage of the Continental B737-500 has been removed from the crash scene at Denver International Airport and taken to a ramp area at DIA near Continental's hangar for further examination.

The website also has an incredible collection of close-up photos of the accident aircraft after it as moved to the ramp. Caution: Not for the faint of heart.

UPDATE Jan. 7, 2009: The U.S. National Transportation Board (NTSB) has issued a factual update on this accident.

RELATED: Click here to view all posts about Continental Flt 1404 on Aircrew Buzz.

Sunday, December 21, 2008

Colgan Air pilots choose the Air Line Pilots Association as their union

Colgan Air pilotsPilots at Colgan Air, Inc. have voted overwhelmingly to become members of the Air Line Pilots Association (ALPA). The U.S. National Mediation Board (NMB), which oversees union representation elections, announced earlier this week that 313 of 449 eligible voters cast a ballot in support of representation by ALPA, well above the threshold required for certification. Prior to the election, the Colgan pilots were unrepresented by a union.

Capt. Mark Segaloff, one of the leaders of the Colgan Air Pilots ALPA Organizing Committee, said, "We thank all of our pilots who took the time to find out more about ALPA and to cast their vote in the election. Thanks as well to the many ALPA pilot volunteers who gave their efforts to the campaign. It is now our duty as Colgan pilots to take the unity we have built, along with ALPA’s vast resources, and transfer that into negotiating a contract that we deserve."

ALPA president, Capt. John Prater, said that ALPA looks forward to working with the Colgan pilots to improve their careers.

Colgan Air operates as Continental Connection, United Express, and US Airways Express from numerous bases in the Northeast and Texas. Approximately 450 pilots fly the Bombardier Q400, Saab 340, and Beech 1900 for Colgan.

[Photo Source]

Saturday, December 20, 2008

Continental Airlines Boeing 737 accident at Denver

Continental Airlines logoEarlier this evening a Continental Airlines Boeing 737-500 aircraft, operating as Flight COA 1404, departed runway 34 R at Denver International Airport. According to a brief press statement released by Continental Airlines, the aircraft was departing Denver for Houston's Bush Intercontinental Airport with five crew members and 107 passengers on board. At this time there are no reports of fatalities. Thirty-eight people, including both pilots, were taken to area hospitals for treatment of injuries described as non-life threatening.

Everyone on board evacuated the aircraft via emergency slides. A passenger interviewed on a local TV station in Denver said that the flight attendants blocked passengers from using emergency exits on the right side of the aircraft, where the wing was on fire. He said the flight attendants directed passenger evacuation using their flashlights and bullhorns.

By chance, I happen to be in Denver, and I am monitoring live coverage of the accident on local TV. In a press conference a short time ago, an airport official named Kim Day confirmed that the accident occurred at 6:18 PM local time. She said that the aircraft "veered off runway 34 right, near the WC taxiway into a small ravine."

At the same press conference, Patrick Hynes of the Denver Fire Department said that when firefighters reached the scene, "The entire right side of the airplane was on fire." He said that the fire spread to the interior of the aircraft cabin, and was so intense that the luggage compartments above the seats melted.

Mr. Hynes said that the fire had since been extinguished, but fuel was still leaking from the aircraft's damaged wings, and fire crews were "applying fire suppressant foam."

The aircraft was said to have traveled about 2,000 feet down the runway, but it is unclear whether it had rotated. Asked if the plane had left the ground, officials speaking at the press conference said they did not know.

An official said that there was "a significant amount of debris on the runway." He also said, "The wheels sheared off the airplane. I know that."

The entire west side of Denver International Airport is shut down, but the rest of the airport is operating.

Personnel from the National Transportation Safety Board are said to be on the scene.

RELATED: Click here to view all posts about Continental Flt 1404 on Aircrew Buzz.

Friday, December 19, 2008

NTSB Safety Alert on Operating Aircraft in Icing Conditions

NTSB logoThe U.S. National Transportation Safety Board (NTSB) has issued a Safety Alert, directed to pilots, about operating aircraft in icing conditions. The Safety Alert is intended to increase the visibility of airplane icing issues and "address procedures taught regarding the accumulation of ice before activating deice boots," according to NTSB Acting Chairman Mark V. Rosenker.

Some of the highlights of the newly issued Safety Alert, which was approved by all five Board Members, are:
  • noting that as little as 1/4 inch of ice can be deadly;
  • as little as 1/4 inch of leading edge ice can increase the stall speed 25 to 40 knots; and
  • early activation of the deice boots limits the effects of leading-edge ice and improves the operating safety margin.
The Safety Alert states that leading-edge deice boots should be activated as soon as icing is encountered, unless the aircraft flight manual or the pilot's operating handbook specifically directs not to activate them.

In the Alert, pilots are instructed to maintain extremely careful vigilance of airspeed and any unusual handling qualities if the aircraft manual or the pilot's operating handbook allows for an accumulation of ice before activating the deice boots, and to turn off or limit the use of the autopilot in order to better "feel" changes in the handling qualities of the airplane.

Here is the link to the Safety Alert: Aircraft Ground Icing - NTSB, 2-page 'pdf' file

American Airlines and flight attendant union ask for mediation of contract talks

APFA logoAmerican Airlines and its flight attendants' union have jointly filed a request for mediation of their contract talks by the U.S. National Mediation Board (NMB). The flight attendants, represented by the Association of Professional Flight Attendants (AFPA), have been in negotiations with the airline since May of this year. So far, the talks have yielded progress only on minor issues.

The flight attendants are seeking to recover pay and benefit cuts they agreed to in 2003 to help American avoid bankruptcy. According to the union, pay and benefits for American's flight attendants have been reduced by 25 percent and their workload has increased by 47 percent (the most of any airline), meaning less time with their families.

Union officials say that APFA decided to file for mediation when it was reported the final contract offer on the table from AMR, the American Airlines parent company, to the Transport Workers Union (TWU) -- the union representing ground workers at American -- had no guaranteed structural pay raises, substantial increases for contributions for retiree health benefits and the elimination of virtually all retirement benefits for new hires. TWU filed for NMB mediation earlier this week, separately from the flight attendants. Federally mediated contract talks between American and its piolots, union also are underway

In a statement to the press, APFA President Laura Glading said, "There is no way Flight Attendants will agree to a contract with no significant pay raises for almost 10 years, and at the same time that AMR’s top executives continue to reward themselves with huge bonuses -- $336 million over the past three years. This is just not acceptable. Flight Attendants have made difficult sacrifices to keep this airline flying and deserve a fair and just contract. We will not consider further concessions.

"We recognize the impact the economic downturn has had on the airline industry, just as we recognize the positive effect of falling jet fuel prices," Glading continued. "The company is refusing to recognize the commitment, dedication, and sacrifices Flight Attendants have made for this airline."

Thursday, December 18, 2008

New Bird in Town: FAA Certifies Embraer's Phenom 100 Executive Jet

Embraer Phenom 100Brazilian aircraft manufacturer Embraer (Empresa Brasileira de Aeronáutica S.A.) announced that its new Phenom 100 executive jet was certified by the U.S. Federal Aviation Agency (FAA) on December 12, 2008. Embraer began delivering the aircraft this week.

The FAA granted a U.S. Type Certificate based upon Brazil’s National Civil Aviation Agency’s (Agência Nacional de Aviação Civil – ANAC) Type Certificate issued on December 9, 2008. EASA certification is expected for the second quarter of 2009.

According to information porovided by Embraer, the Phenom 100’s maximum range, originally projected to be 1,160 nautical miles (2,148 kilometers or 1,335 miles), has been extended to 1,178 nautical miles (2,182 kilometers or 1,356 miles) with four occupants and NBAA IFR reserves.

An optional enhanced take-off performance package was included in the aircraft certification, resulting in a 3,125 feet takeoff field length at maximum take-off weight. The standard take-off field length is 3,400 feet as initially specified. For departures from airports with restrictions due to high temperatures or high elevations, or both, take-off climb performance has also surpassed the design target, providing up to 300 nautical miles extra range.

Another performance improvement was achieved with the landing distance, verified to be only 2,699 feet at maximum landing weight, 301 feet shorter than initially specified.

Powered by two fuel-efficient Pratt & Whitney Canada PW617F-E engines, the Phenom 100’s fuel consumption is confirmed to be better than originally estimated, saving as much as 3.6% on longer trips.

The flight test campaign also validated the Phenom 100’s top speed of 390 knots (true air speed), 10 knots faster than initially projected. The aircraft is capable of climbing directly to its maximum cruise altitude of 41,000 feet, even at maximum take-off weight.

Certified without restrictions, the Phenom 100 is able to fly under Visual and Instrument Flight Rules conditions, day or night, and into known or forecasted icing conditions.

The aircraft also operates well within Stage IV external noise requirements, established by the International Civil Aviation Organization (ICAO), having been certified with a cumulative margin of 33 EPNdB.

Embraer says that the highly intuitive Phenom 100 man-machine interface, based on a “quiet and dark” cockpit philosophy that offers full situational awareness and automation for a low workload, enabled the certification for single-pilot operation. The Phenom 100’s Prodigy® flight deck, based on the acclaimed Garmin G1000 avionics suite, was also certified.

The Prodigy® flight deck features three interchangeable 12-inch displays – two Primary Flight Displays (PFD) and one Multi-Function Display (MFD). The system integrates all primary flight, navigation, communication, terrain, traffic, weather, engine instrumentation, and crew-alert data, and presents the composite information on these three brilliant, sunlight-readable color high definition screens.

[Photo Source]

Wednesday, December 17, 2008

Big week for Azul Linhas Aereas, Brazil's newest airline

Azul Embraer 195Last Friday Azul Linhas Aéreas Brasileiras S.A., Brazil's newest airline, took delivery of its first Embraer 195 jet aircraft. Three days later, on Dec. 15, 2008, the fledgling domestic carrier inaugurated service with flights between three cities: Campinas (Viracopos Airport), Salvador de Bahia, and Porto Alegre. Azul is the fourth airline founded by former JetBlue chairman David Neeleman.

Azul began its operations this week with a fleet of three Embraer 195 and two Embraer 190 aircraft (with 118 and 106 seats, respectively). Another three airplanes will be added next month.

According to information provided by Azul, the carrier has a total of 78 Embraer jets on order. Azul will grow in 2009 to serve 25 cities throughout Brazil with 16 aircraft. The airline will continue to receive an additional jet every month for three years to operate 36 aircraft by the end of 2011.

"Having been born in Brazil, it's so exciting to be able to start a new airline in my other home," Mr. Neeleman said. "Brazil is the second largest economy in the Americas -- and 10th in the world -- but only about 5 percent of Brazilians currently fly given the high cost of domestic travel."

"There is tremendous unsatisfied leisure demand for airline seats because fares are too high. As a result, 150 million people travel by long distance bus," he added. "And business travelers suffer circuitous routings and lack of frequency. With only 40 percent fewer seats per aircraft, we can provide more frequent and direct service in markets that our competition can't economically serve."

[Photo Source]

Tuesday, December 16, 2008

Ramp Crew Blamed for Northwest Airlines DC-9 Cabin Decompression Accident

Northwest Airlines DC-9The U.S. National Transportation Safety Board (NTSB) has determined that contract ramp personnel from Air Wisconsin Airlines Corporation at Syracuse Hancock Airport were to blame for damaging the fuselage of a Northwest Airlines DC-9 aircraft in May of 2007, and that the damage to the aircraft in turn caused the cabin of a the DC-9 to depressurize in flight.

The probable cause report [NTSB ID: NYC07LA121] says:
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The senior ground agent's failure to follow written procedures and directives.
Accident Details

On May 18, 2007, the aircraft, operating as Northwest Flight 1411, was climbing after departure from Syracuse (SYR) when the cabin depressurized. The aircraft (registration N1799U), which had been en route to Detroit, was diverted to Buffalo where it made a safe emergency landing. There were no injuries among the four crew members and 95 passengers on board, but significant damage to the aircraft was discovered after landing.

According to the NTSB:
Postflight inspection of the accident airplane by an FAA inspector revealed a 12-inch by 5-inch fuselage skin tear, approximately 6 feet forward of the forward cargo door on the right side of the airplane. Further inspection revealed that a crease in the skin of the fuselage existed forward of the tear, consistent with the skin being damaged by a foreign object.
So, how did this happen?

The NTSB report explains:
According to the NWA station manager and AWAC ground agents, at some point during the aircraft luggage off-loading or loading process in SYR, the engine of the belt loader quit operating. Three of the contractor’s ground agents attempted to manually push the belt loader away from the aircraft but were unable to do so. The senior of the three decided to use a luggage tug to push the belt loader away from the airplane by entering the “Safety Diamond/Zone” with the luggage tug from the front right-hand side of the airplane, close to, and parallel with the fuselage. The front left bumper of the tug was then positioned on the right front corner of the belt loader, and at some point during or immediately after pushing the belt loader away from the airplane, the upper right-hand side of the tug’s cab contacted the fuselage. The senior ground agent then advised “don’t say anything” to one of the other ground agents who was working the flight with him.
The NTSB report dryly notes that "the senior ground agent’s actions were contrary to published guidance in the company’s training handbook and operation manual."

Good grief! Letting that aircraft depart without a careful inspection after being hit by the tug was irresponsible, bordering on criminal. This thoughtless instance of CYA clearly put the lives of 99 people in jeopardy -- an unconscionable act, in my humble opinion.

If you would like to read the NTSB probable cause report for this accident, here are the links: NTSB Identification: NYC07LA121 - Summary and Full Narrative

[Photo Source]

Monday, December 15, 2008

Air Wisconsin regional jet incident at Philadelphia

Air WisconsinOn the afternoon of Sunday, Dec. 14, 2008, an Air Wisconsin Bombardier CL-600 aircraft (registration N407AW) made an emergency landing at Philadelphia International Airport with the left main landing gear retracted. According to the FAA preliminary report about the incident, the aircraft sustained minor damage. No one was injured.

At the time of the incident, the aircraft, operating as Flight AWI3918, was repositioning from Norfolk to Philadelphia with a crew of two pilots and one flight attendant on board. The crew were unable to extend the left main gear. A news report about the incident on NBC Philadelphia quoted an Air Wisconsin spokesperson who said that sparks could be seen flying from the left wing of the aircraft as it skidded down the runway to a stop. Emergency crews applied fire retardant as the crew evacuated the aircraft.

The airport was closed for several hours following the incident. All departing and arriving flights were delayed, according to airport officials. The airport reopened at about 6:30PM local time.

Saturday, December 13, 2008

Northwest Boeing 747-400 sports new Delta Air Lines livery

Boeing 747-400Delta Air Lines has introduced the first Boeing 747-400 in new Delta livery. An item on the Delta Air Lines Blog, which included the photo at right, said, "Ship 6305 is the first of 16 747-400s operated by Northwest Airlines, now a part of Delta, to be rolled out of a hangar in Victorville, CA in the new paint scheme."

Although anti-trust regulators at the U.S. Department of Justice approved the Delta-Northwest merger in late October of this year, the two carriers continue to operate under two separate FAA operating certificates. Until such time as a single operating certificate is granted for the combined airlines -- anticipated some time in 2009 -- this aircraft and others from the Northwest fleet will continue to be flown by Northwest crews under Northwest operating procedures, regardless of livery.

According to Steve Smith (Delta Fleet Captain, Boeing 747 Fleet), "’ll be able to tell what is operated under the Northwest certificate by a label affixed to the side of the plane that reads, 'Operated by Northwest Airlines, Inc.' Air Traffic Controllers will also tell us apart when we’re taxiing around airports worldwide with our new FAA call sign that distinguishes Northwest planes 'in Delta colors'."

[Photo Source]

Tuesday, December 09, 2008

American Airlines pilots want decision on carrier's anti-trust immunity postponed

by B. N. Sullivan

Allied Pilots Association logoIn August of this year, American Airlines (AA), British Airways, and Iberia signed a joint business agreement on flights between Europe and North America in a plan "to expand their global cooperation." The carriers are asking for worldwide antitrust immunity from the U.S. Department of Transportation, and regulatory authorities in the European Union. Finnair and Royal Jordanian are included in the antitrust immunity application. The Allied Pilots Association (APA), the union representing pilots at American Airlines, expressed concerns regarding the impact the business agreement could have on job security, among other issues. Today the pilots reiterated their job security concerns, particularly in light of the ongoing economic downturn, asking U.S. officials to defer a decision on AA's business deals with foreign carriers.

In a statement to the press, APA President Captain Lloyd Hill said, "Because of the potential for further job losses in the nation’s airline industry, we urge Congress and the outgoing Bush Administration to withhold judgment on American Airlines’ application for worldwide antitrust immunity and related joint business agreement until a thorough assessment can be conducted."

"Just last week the U.S. suffered the biggest monthly job loss in 34 years," Hill went on. "Right now there is understandable concern about the many jobs that would be lost if one of our nation’s automakers were to fail.

"The last thing our nation’s economy needs is even more layoffs in the airline industry. Accordingly, APA urges the federal government to proceed with caution," he said.

The union's primary concern is that that if American Airlines' deals are approved, the carrier’s employees face the prospect of having their jobs outsourced to overseas workers.

Hill described last week’s announcement that British Airways is seeking to acquire Australian airline Qantas as a "further wrinkle" in an already complex and unprecedented web of international deal-making. The Courier-Mail, Brisbane, Australia’s daily newspaper, reported that a merger between British Airways and Qantas could generate savings by "cutting jobs, and duplication of routes and services," illustrating the impact on workers and flight schedules when former competitors join forces.

"We believe the best course of action right now for policymakers is to ‘do no harm’ by postponing any decision on these deals until a thorough assessment is conducted," said Capt. Hill. "It is our sincere hope that before reaching any decision on American Airlines' plans, policymakers clearly understand where these deals could lead."

Saturday, December 06, 2008

Cathay Pacific's cabin crew union urges members to reject unpaid leave

Cathay PacificLast week Hong Kong's Cathay Pacific Airways offered its flight attendants unpaid leave of between two weeks and 12 months, beginning January 1, 2009, "as a result of the reduction in planned passenger capacity growth." The Cathay Pacific Airways Flight Attendants Union (CPAFAU), which represents the majority of the airline's 7,000 cabin crew, is urging members not to accept unpaid leave. The union claims that the company has not negotiated "reasonable terms" with CPFAU regarding unpaid leave at this time.

In a circular titled "10 reasons why you should not take unpaid leave," CPAFAU warned its members that flight attendants' bonuses, retirement funds and other entitlements would be adversely affected if they took unpaid leave. "If there really is a surplus of crew or the company is going to reduce flight frequencies, we will all get more time off on full pay if we don't take unpaid leave," the circular said.

Earlier this week, Cathay Pacific Airways announced that it is cutting back its earlier projection of 6% to 7% growth in capacity in 2009 to less than 1% to reflect the anticipated decline in demand.

Friday, December 05, 2008

Lufthansa acquiring Austrian Airlines, despite union opposition

Austian Airlines-LufthansaIt's official: Lufthansa is acquiring Austrian Airlines. The Austrian government, which is the major stakeholder in Austrian Airlines, officially approved the sale today. Peter Michaelis, CEO of the Austrian state holding company ÖIAG, and Lufthansa CEO Wolfgang Mayrhuber (pictured at right) signed a contract which transferred ÖIAG's 41.6% stake in Austrian to Lufthansa for EUR 366,268.75. Lufthansa also intends to acquire all the remaining shares of Austrian Airlines. The total price is expected to reach about EUR 377, according to news reports.

A statement to the press about the deal says that Austrian Airlines will be managed as a profit center in the Lufthansa Group, but will remain a "broadly independent" airline with its head office in Austria, its own brand, fleet and crew.

Mr. Mayrhuber said there are no plans at present to cut jobs at Austrian, however it should be noted that union groups at Austrian opposed this deal. Agence France-Presse reported that the labor representatives on ÖIAG's supervisory board all voted against approving the acquisition.

"The circumstances surrounding the sale process, the offer that Lufthansa has put on the table, and the many open questions about it are the main reasons why the labour representatives on the board voted against the sale," union representative Leopold Abraham told AFP.

Terms of the deal still must be approved by the European Commission.

[Photo Source]

Thursday, December 04, 2008

Sun Country Airlines Restores Back Pay to Employees

Sun Country Airlines Boeing 737-800Back in October, Sun Country Airlines CEO Stan Gadek announced that all employees would have to take a 50% "pay deferral." The announcement, which came after some planned-for short term financing for the airline fell through, included plans to pay back the "deferred" wages to employees, with interest, when the company got back on solid ground financially.

People were skeptical about that last bit -- and who could blame them? Just days after announcing the drastic pay cuts, Sun Country filed for Chapter 11 bankruptcy protection, although the carrier continued to operate.

Now it looks like Gadek's promise to employees was more than empty words or wishful thinking. Yesterday a bankruptcy court authorized a credit line for the carrier's operating expenses, and Sun Country's CEO announced today that employees' wages would be restored immediately to pre-bankruptcy levels. Moreover, an additional wage increase will occur on January 1, 2009 to reflect the expiration of voluntary pay cuts taken in early 2008.

In a statement to the media, CEO Stan Gadek said, "Yesterday's ruling is great news for Sun Country, its customers and employees. With access to capital, the support of our aircraft lessors and lower fuel prices, we now have the ability to continue operating through our peak winter season and beyond...

"I am proud of and grateful to our 850 dedicated employees, from maintenance and baggage handling, to our airport and flight crews who have continued to display their dedication to this airline. Regardless of the challenge, our employees have continued to serve our passengers by providing them with the best customer service in the industry," Gadek added.

This news should leave Sun Country crews believing that there is a Santa Claus after all!

[Photo Source]

Wednesday, December 03, 2008

Emirates A380 pilots complain about 'too quiet' crew rest area

Emirates A380Pilots at Emirates Airline who fly the Dubai-based carrier's Airbus A380 are complaining that the aircraft's crew-rest area is too quiet to afford them proper rest. The crew-rest area is located in the aft section of the aircraft's all-economy main deck, and the pilots claim that noises from the passenger cabin -- ranging from crying babies to flushing vacuum toilets -- can be heard very clearly, interrupting their sleep.

One of the features about the A380 touted by Airbus is that engine noise is barely perceptible inside the aircraft cabin. Ironically, this is exactly what the problem is. Usually, engine noise works like 'white noise' to muffle more intermittent sounds. With no engine thrum to mask other sounds, every noise inside the cabin is heard rather clearly and acutely. Even though they wear earplugs, the pilots' sleep is repeatedly interrupted.

According to Flight International, which broke this story, the problem extends beyond noise, per se. Due to the location of the crew-rest area, passengers also mistake the rest area for a lavatory, and pull the door handle.

The Flight International article says:
Emirates is the only A380 operator so far to have situated the crew-rest areas at the rear of the main deck. It did not opt for Airbus' standard option of locating the pilots' compartment behind the cockpit as it would have compromised the design of the airline's upper deck first-class cabin, while the alternative location of the cargo hold was rejected as it thought crew would find it "claustrophobic".
I am wondering if, in addition, there may be safety implications for locating the crew-rest area in the aft section of the main deck, so far away from the flight deck. One can imagine an emergency arising that would urgently require the presence of a crew member who was on rest break. Imagine the poor pilot who has to make his or her way as quickly as possible from the crew-rest in the aft of the main deck, through the length of the 'super-jumbo' aircraft (possibly having to navigate around passengers, cabin crew, serving carts, and what have you), then  (eventually!) into the flight deck. Now add the not inconceivable dimension of an aircraft that, in said emergency, might not be flying along smoothly in level cruise. Good luck!

[Photo Source]

Tuesday, December 02, 2008

Furloughs Coming with Delta Air Lines 2009 Capacity Reduction?

Delta Air Lines logoEarlier today Delta Air Lines management announced plans to decrease systemwide capacity, for both Delta and Northwest, during 2009. The global economic recession and weaker demand for air travel were cited as reasons.

Plans call for domestic capacity to be reduced 8-10%, along with a 3-5 % reduction in international capacity. Delta's systemwide capacity in 2009 will be down by 6-8%, year over year.

So said a memo to Delta's more than 75,000 employees from CEO Richard Anderson and President Edward H. Bastian. The memo also said:
We are taking these actions to secure your careers and return us to sustained profitability. In the meantime, we are analyzing the impact on staffing as it pertains to these capacity reductions and, as in the past, we will offer voluntary programs to adjust staffing needs. We will continue to make decisions that are in the long-term interest of our colleagues, customers, shareholders and the communities we serve.
No word (yet) on what might happen if those 'voluntary programs' do not result in the required number of staff reductions. Stay tuned.

Monday, December 01, 2008

US Airways Express/Piedmont Turboprop Nose-gear Up Landing at Philadelphia

Dash-8The U.S. National Transportation Safety Board (NTSB) has published a preliminary report regarding a Dash 8-300 (DHC-8-311) aircraft that made a nose-gear up landing at Philadelphia in mid-November. According to the NTSB report, the aircraft (registration N326EN) sustained minor damage to the aircraft skin and nose gear door. There were no injuries among the three crew members and 35 passengers on board.

Details: On the morning of November 16, 2008, the Piedmont Airlines aircraft , operating as US Airways Express Flight PDT4551, departed Lehigh Valley International Airport (ABE) at Allentown, PA en route to Philadelphia International Airport. The crew told investigators that they had heard a "creaking and groaning noise" while taxiing to the runway at ABE, but did not think at the time that it was anything abnormal. While on initial climbout the nose gear took about "three to four seconds longer to retract than the main landing gear."

The entire flight was uneventful until the base leg of the approach to runway 35 at Philadelphia. Quoting from the NTSB report:
The first officer asked for the gear to be extended, the main landing gear extended and were locked, the flight crew received a yellow door light and a red unsafe nose gear light. The flight crew then performed a go-around maneuver, not retracting the gear, and departed the airspace to perform checklist. The flight crew performed the alternate landing gear extension; however the nose gear remained in the wheel well.

The flight crew then flew the airplane by the air traffic control tower (ATCT) in order for the ATCT personnel to attempt and see the nose gear. The ATCT personnel reported that the nose gear doors were open but the landing gear was not visible.

The flight crew stated that they then proceeded to run further checklist to try and extend the nose gear but were unsuccessful. After several attempts to extend the gear by the alternate gear extension checklist and conferring with the airlines maintenance personnel they elected to return to the airport and perform a nose gear-up landing on runway 27L. The airport rescue and fire fighters responded to the intended runway for landing and applied a foam agent.

The airplane's main landing gear touched down and according to witnesses it appeared the flight crew attempted to delay the nose from touching down until the slowest speed possible. The nose of the airplane made contact with the runway and skidded along the runway for about 525 feet and came to a stop. There was no fire reported and the passengers exited the airplane and were taken to the terminal by an airport bus.

The airplane's cockpit voice recorder (CVR) and flight data recorder (FDR) were removed and secured by the FAA inspector on-scene. Airport personnel and mechanics then utilized air bags to lift the nose of the airplane off the runway surface.

The FAA inspector then looked into the nose wheel well and found the nose gear canted at an angle wedging it in the nose wheel well, using a pry bar, the nose wheel was moved to a normal position and extended freely and locked in the down position. The airplane was then towed to a maintenance hangar and examined. The links on top of the steering column were found to have been broken and pushed upward and the nose wheel over steering pin was still intact.
The recorders and associated parts of the nose gear have been retained by the National Transportation Safety Board for further examination.

[Photo Source]

Saturday, November 29, 2008

First Chinese-made Regional Jet Makes Maiden Flight in Shanghai

ARJ21-700The first Chinese-manufactured regional jet recently made its maiden flight at Shanghai. The aircraft, known as the ARJ21 (Advanced Regional Jet for the 21st Century), is produced by the Commercial Aircraft Corporation of China Ltd. (COMAC).

Making its maiden flight was the 90 seat ARJ21-700 model, according to a news report about the historic flight from China's Xinhua news agency:
The maiden flight began at 12:23 p.m. and lasted for about an hour at Shanghai Aircraft Manufacturing Factory, where the jet rolled out the general assembly line at the end of last year.

"The jet was normal and the flight was smooth," said Zhao Peng, one of the three pilots aboard the jet, at the end of the maiden flight.

The white 90-seat ARJ21-700 jet with three curved blue stripes on the fuselage, named "Xiang Feng" or "Flying Phoenix", is about 33 meters long and 27 meters in wing span.

Its maximum flight range is 3,700 kilometers and maximum altitude, 11,900 meters, said COMAC's General Manager Jin Zhuanglong.

But the jet flew at only 900 meters during the maiden flight.
Six ARJ21 aircraft already have rolled off the assembly line and are undergoing flight tests. The manufacturer expects to produce about 20 of these new regional jets per year. More than 200 ARJ21s are said to have been ordered so far, and it is the first Chinese airliner to be sold in Europe and America.

According to Xinhua, China's first home-grown regional jet is expected to sell for for about 27 million U.S. dollars, compared with 30 million U.S. dollars for a 90-seat Bombardier jet.

[Photo Source]

Friday, November 28, 2008

Air New Zealand identifies those lost in the A320 crash off the coast of France

Air New ZealandAir New Zealand has officially identified the five New Zealanders who are presumed to have lost their lives in the crash of an Airbus A320 off the coast of France, on November 27, 2008.

The aircraft, owned by Air New Zealand, had been leased to XL Airways Germany for the past two years, and was about to be returned to Air New Zealand. Immediately prior to yesterday's crash, the accident aircraft had been performing an acceptance flight (as Flight GXL 888T), and was about to be ferried to Frankfurt where it would be officially handed over to Air New Zealand.

According to information provided by the airline, the five New Zealanders on board were:
  • Capt. Brian Horrell, 52, Air New Zealand pilot from Auckland
  • Murray White, 37, Air New Zealand engineer from Auckland
  • Michael Gyles, 49, Air New Zealand engineer from Christchurch
  • Noel Marsh, 35, Air New Zealand engineer from Christchurch
  • Jeremy Cook, New Zealand Civil Aviation Authority inspector
The names of the two XL Airways crew members who were piloting the aircraft have not yet been made public.

The most recent media statement about the accident issued by Air New Zealand says, in part:
French authorities have now advised Air New Zealand that it should not expect there to be any survivors after its Airbus A320 that was on lease to XL Airways of Germany was lost in the Mediterranean yesterday.

Group General Manager International Airline Ed Sims says rescue authorities have told the airline it appears the aircraft broke up on impact and there was no realistic chance of survivors.

"This is devastating news for the families and all Air New Zealanders as we had all been clinging on to hope. Sadly, rescue authorities have told us that all evidence on site indicates that given the nature of the impact there is no chance of survivors. Debris is spread over a large area and it appears the aircraft is not in large pieces as originally indicated by those who saw the impact," Mr Sims says.
Earlier today, French search and rescue authorities advised Air New Zealand that they had identified locator signals from the two 'black box' flight recorders from accident aircraft. They are not expected to be recovered until tomorrow due to deteriorating weather conditions.

Condolences to the families, colleagues and friends of all seven individuals who were lost in this tragic accident.

Thursday, November 27, 2008

Airbus A320 ferry flight ends in the Mediterranean Sea, off France

A320An Airbus A320 owned by Air New Zealand has been lost in the Mediterranean Sea, off the coast of France. The accident happened on November 27, 2008, at approximately 17:00 local time. The downed aircraft has been located a little over 3 nautical miles offshore, resting in about 30 meters of water, according to several news reports from France. There were seven people on board. At this writing, the remains of three have been recovered, while the fate of the others is not yet known.

The aircraft, which had been leased for the past two years to XL Airways Germany, had been undergoing maintenance by EAS Industries at Perpignan, France in preparation for its return to Air New Zealand. According to a media release issued a short time ago by Air New Zealand, the aircraft was being flown from Perpignan to Frankfurt "where it was due to be handed back to Air New Zealand for a ferry flight back to New Zealand."

One news article about the accident suggests that the crew may have been attempting to ditch, reporting, "The spokesman for XL said the plane tried to make an emergency landing on the sea."

Reports say that the aircraft was being flown by two XL Airways pilots. Also on board were a senior captain and three engineers from Air New Zealand, and an official of the New Zealand Civil Aviation Authority. Names of those on board have not been released.

UPDATE Nov. 28, 2008: Today, Air New Zealand officially identified the five New Zealanders who were on board the accident aircraft. The names of the two XL Airways pilots have not yet been made public.

French authorities have identified locator signals from both the Digital Flight Data Recorder (DFDR) and the Cockpit Voice Recorder (CVR) from the downed A320, but have not yet been able to retrieve them due to poor weather conditions at the accident sit.

UPDATE Dec. 1, 2008: The Air New Zealand Public Affairs Office reports that both the DFDR and the CVR have now been recovered from the sea, however they add that "it is now clear both it and the cockpit voice recorder have been badly damaged. These will be sent to manufacturer Honeywell in North America to determine what data can be extracted."

UPDATE Jan. 12, 2009: is reporting today that investigators have succeeded in retrieving data from the aircraft's flight recorders. After the French Bureau d'Enquetes et d'Analyses (BEA) was unable to access data from either device, they were sent to Honeywell, the manufacturer. Honeywell was able to recover data from both recorders, and the BEA are beginning analysis.

Wednesday, November 26, 2008

Fatal AtlasJet crash in 2007 attributed to pilot error

AtlasJet logoThe investigation of a fatal aviation accident last year in Turkey concluded that pilot error caused the crash. AtlasJet Flight KK 4203 had originated in Istanbul shortly before 01:00 AM on November 30, 2007, and was approaching Süleyman Demirel Airport at Isparta, Turkey when it collided with terrain about seven miles from the Isparta airport, near a village called Keciborlu. All seven crew members and 50 passengers on board died in the accident.

A brief article on the Turkish news website Hürriyet quoted Turkey's Transport Minister, Binali Yildirim, who said that the pilots of the MD-83 aircraft "did not follow the rules during landing, which led to a collision accident."

According to a press statement issued by AtlasJet shortly after the crash, the accident aircraft was on lease to AtlasJet from World Focus Airlines, and the pilots, cabin crew chief, and a flight technician all were employees of World Focus. The other cabin crew were AtlasJet Staff.

Tuesday, November 25, 2008

Union election set for Ryan International Airlines flight attendants

Ryan International AirlinesEarlier this month, the Association of Flight Attendants-CWA (AFA-CWA) filed a petition with the U.S. National Mediation Board (NMB) seeking union representation for the flight attendants at Ryan International Airlines. Yesterday the AFA announced that the NMB had ascertained that the required number of Ryan International flight attendants are in support of the AFA becoming their collective bargaining representative. The NMB has set up a voting schedule for a representation election. Balloting instructions will be sent to Ryan flight attendants in upcoming weeks and voting will take place from December 11 to January 6, 2009.

"We are excited for Ryan International flight attendants to begin the New Year with collective bargaining rights and a strong voice at the table," said AFA-CWA International President Patricia Friend. "Ryan flight attendants need the strength and support of a union experienced in representing flight attendants. AFA-CWA is that union."

Monday, November 24, 2008

Investigation says 10 people to blame for 2007 TAM Airlines crash at São Paulo

Remember the TAM Flight JJ 3054 accident at São Paulo, Brazil's Congonhas Airport in July of 2007? The Airbus A320 aircraft, which was arriving in rainy weather from Porto Alegre, overran the runway, crossed a highway, crashed into buildings, and caught fire. The accident, said to be Brazil's worst aviation disaster, took the lives of all crew members and passengers on board, as well as a number of people on the ground.

Several days ago, an investigation of the TAM accident concluded that 10 government and airline officials were to blame for the accident. If the 10 individuals are formally charged and convicted, they could face prison terms of up to 6 years.

RELATED: Click here to view all posts about TAM Flt 3054 on Aircrew Buzz.

Here is an Associated Press video report about the accident report.

If the video does not play or display properly above, click here to view it on YouTube.

Friday, November 21, 2008

Job Cuts Announced by Air New Zealand

Air New Zealand CEO Rob FyfeAir New Zealand has announced the elimination of 200 full-time jobs, in conjunction with a capacity reduction, to save costs. Citing a slump in long haul travel due to the deepening global recession, the airline's CEO, Rob Fyfe (pictured at right), told Radio New Zealand that more job cuts may be necessary.

Fyfe said, "I am not saying this is the end because I don't know where the end of this recession cycle is."

The 200 full-time jobs that are about to be eliminated will include 100 long haul cabin crew. Other work areas affected are recruitment, airline operations, and technical operations planning and management.

In a statement to the press, Fyfe said, "We have been working hard on a series of initiatives to minimise the need for redundancies. These include pilots taking leave without pay, giving staff on individual contracts the opportunity to work fewer hours, introducing part-time hours for cabin crew, not replacing non-safety sensitive roles, not renewing temporary contracts and a freeze on executive salaries.

"However, it has become clear that these measures will not fully address the excess staff levels we now have as a result of these capacity reductions, especially in the long haul business where capacity is being reduced by eight percent when compared with the last financial year."

[Photo Source]

Thursday, November 20, 2008

Air Canada flight attendant praised after taking over for incapacitated co-pilot

Air Canada B767-300The bad news: Last January an Air Canada pilot, working as First Officer on a trans-Atlantic flight, had some sort of 'emotional breakdown' while on the flight deck. He was physically removed from the flight deck by other crew members and had to be restrained in the passenger cabin until the aircraft landed and he was taken to a hospital.

The good news: A Flight Attendant, who happened to be a licensed pilot, took over the First Officer's seat and assisted the Captain during descent, approach, and landing. The unnamed Flight Attendant was praised in the report of the official investigation of the incident.

The details: On January 28, 2008, an Air Canada Boeing 767-333 aircraft (registration C-FMXC), operating as Air Canada Flight AC848, was 36,000 ft above the Atlantic Ocean en route from Toronto to London when the First Officer began to behave in a peculiar manner. According to a report issued today by Ireland's Air Accident Investigation Unit (AAIU), the First Officer "became belligerent and uncooperative which convinced the Commander he was now dealing with a crewmember who was effectively incapacitated." After trying unsuccessfully to reason with the man, the Captain called the Incharge Flight Attendant to the flight deck, first as a witness to the First Officer's behavior, and ultimately asking the Incharge Flight Attendant to "secure the First Officer away from the flight controls, then with the help of other crew members, remove him from the cockpit."

The Flight Attendants managed to get the First Officer into a seat in the passenger cabin, where he was restrained for the rest of the flight. They recruited two passengers who were medical doctors to help look after the disoriented pilot.

Meanwhile, back on the flight deck, the Captain consulted with Air Canada dispatchers, and decided to divert to Shannon. Quoting from the AAIU report (re-paragraphed for easier reading):
After making a PAN (distress) call, Shannon ATC were informed that the medical emergency was due to a pilot incapacitation (the First Officer) and the flight was now a single pilot (Captain only) flight for descent, approach and landing.

Prior to descent, the Commander asked the Incharge Flight Attendant to go [through] the Passenger Information List (PIL) to see if there were any flight crew on board who might be available to assist on the Flight deck for the remainder of the flight.

In the event no line pilots were on board, but one of the Cabin attendants held a Commercial Pilot’s Licence, with a Multi-engine Rating, and a non-current Instrument Rating. The Commander requested that the Flight Attendant occupy the right-hand (First Officers) seat for the remainder of the flight to assist as necessary.

The Flight Attendant provided useful assistance to the Commander, who remarked in a statement to the Investigation that she was ‘not out of place’ while occupying the right-hand seat.

As the descent was commenced the Passengers were informed that an early descent was to be made and diversion to Shannon due to a medical emergency. The descent, approach and landing were uneventful. The aircraft landed at 07.19 hrs and parked on Stand 39 at Shannon at 07.23 hrs.
The AAIU report concluded that the Captain and the entire crew handled the incident very well. The Analysis section of the AAIU report ends with this paragraph:
Incapacitation of a member of flight crew is a serious incident. The onset of subtle incapacitation is sometimes difficult to detect, and then in all probability more difficult to deal with. The Commander realising he was faced with a difficult and serious situation used tact and understanding and kept control of the situation at all times. The situation was dealt with in a professional manner, employing the principles of Crew Resource Management (CRM). As such the Commander and Flight Attendants should be commended for their professionalism in the handling of this event.
Congratulations to the crew for their expert handling of what must have been a very stressful situation. Special applause to the Flight Attendant who temporarily took over the First Officer's position and apparently did a fine job.

I wonder if she got to officially add a little B767 time to her pilot logbook. I hope so.

Here is the link to the entire report: Serious Incident: Boeing 767-333, C-FMXC, Oceanic Reporting Point MALOT, 28 January 2008: Report No 2008-027 - AAIU (Ireland), Nov. 19, 2008 (5-page 'pdf' file)

[Photo Source]

Wednesday, November 19, 2008

Update on the Allentown airport runway near-collision in September

ABE Rwy 6, Sep. 19, 2008, NTSB photoTh U.S. National Transportation Safety Board (NTSB) has issued an update on the near-collision between a regional jet and a small general aviation aircraft at Lehigh Valley International Airport, Allentown, PA, this past September. The update includes a time line of events, and a photo (at right) of the tire marks made by the jet as it swerved to avoid a collision with the smaller aircraft.

Readers will recall that on the evening of September 19, 2008, a Canadair CRJ-700 aircraft (registration N506MJ), operating as Mesa Air Shuttle Flight 7138, was preparing to depart Lehigh Valley International Airport (ABE) for a scheduled passenger service to Chicago. The CRJ aborted take off from runway 6 at ABE due to what the NTSB has classified as a runway incursion. According to factual information provided by the NTSB, the CRJ rejected takeoff at a speed of about 120 knots (138 mph), skidding around a Cessna R172K (registration N736GV) that had just landed and was still taxiing on the runway. The crew of the CRJ estimated the distance between the two aircraft as 10 feet when they passed.

The CRJ had four crew members and 56 passengers on board; the Cessna was carrying a pilot and two passengers. No injuries were reported, and neither aircraft was damaged.

Today the NTSB released an advisory that included the following timeline of the near-collision incident:
7:29:28 - Cessna contacts Allentown tower while about 8 miles east of the airport.

7:33:30 - Cessna, in landing pattern for runway, is cleared to land on runway 6.

7:34:50 - Mesa Air regional jet contacts tower and reports ready for takeoff and holding short of runway 6. Controller instructs pilot to hold short of runway 6 for landing traffic.

7:36:15 - Cessna crosses threshold of runway 6 and lands.

7:36:27 - Mesa Air instructed by tower controller to taxi into position on runway 6 and hold.

7:36:36 - Tower controller asks pilot of Cessna where he intends to park. Following pilot response, controller provides taxi directions, instructing pilot to exit runway
at taxiway A4.

7:37:11 - Mesa Air cleared for takeoff.

7:37:18 to 7:37:32 - Controller turns attention to an inbound aircraft and issues landing instructions.

7:37:34 - Cessna pilot informs tower controller that he had missed the A4 taxiway and asks for permission to exit at taxiway B.

7:37:42 - Controller replies, " delay, turn immediately," which Cessna pilot acknowledges.

7:38:16 - Mesa Air radios tower controller: "We got it, tower - we're going to need to go back to the gate."

Following the incident, both aircraft taxied to parking. The Mesa Air crew elected to cancel the flight and have the aircraft inspected. The Cessna taxied to general aviation parking and concluded the flight.
Today's report included the photo above, showing tire marks created on the left side of the centerline by the Mesa Air regional jet as it veered around the Cessna.

NTSB investigators have interviewed the pilots involved in the incident, and the air traffic controllers on duty at the time of the incident as well as the FAA tower managers. To date, the NTSB has released factual information about the incident, but has not issued a final report that includes probable cause.

It should be noted that the National Air Traffic Controllers Association (NATCA) issued a statement claiming that the control tower at ABE was staffed by unsupervised trainees at the time of this incident. NATCA suggests that at least part of the blame for this serious runway incursion incident lies with the control tower staffing policies of Federal Aviation Administration (FAA).

[Photo Source]

Monday, November 17, 2008

Pacific Coastal Airlines Grumman Goose crash in British Columbia

Pacific Coastal AirlinesSeven lives were lost yesterday, November 16, 2008, when a Grumman G-21 Goose aircraft operated by Canadian carrier Pacific Coastal Airlines crashed in British Columbia. Those who perished included the pilot and six passengers. A seventh passenger was injured but survived. He was rescued and transported to a hospital where he is being treated for burns and other injuries. The aircraft was completely destroyed.

According to Pacific Coastal Airlines, the accident aircraft was operating as a charter flight for Peter Kiewit Sons Co. and Plutonic Power Corporation. At approximately 10:15 AM local time, the flight departed Vancouver South Terminal with seven passengers and one pilot on board, bound for the Toba Montrose run-of-river hydroelectric project, north of Powell River, British Columbia. The aircraft crashed into a hillside on Thormanby Island, off the coast of British Columbia, about 50 kms. northwest of Vancouver. The airline confirmed seven fatalities and one survivor, but did not release any names.

News reports say that the accident occurred shortly after 10:30 AM local time. The aircraft apparently broke up on impact. The survivor told rescuers that the wreckage burst into flames shortly after he escaped. Though injured, the survivor was able to make his way down the hillside to a beach, where he was rescued by a Coast Guard Auxiliary vessel.

The cause of the accident is unknown at this time. A team from the Transportation Safety Board of Canada reached the accident site this morning to begin their investigation.

An article about the crash on quoted Spencer Smith, a spokesman for Pacific Coastal Airlines, who said that they were grounding all sea planes until staff could be debriefed about the accident.
"This is a pretty emotional time for everybody right now and the trauma of this is pretty significant, so we want to make sure everyone is OK and in a comfortable position to get into an airplane again," he said.

Smith said the pilot was extremely experienced and while the weather was low visibility it wasn't considered unsafe to fly.
Condolences to the families, colleagues and friends of those who perished in this accident. Best wishes to the survivor for a full and speedy recovery.

UPDATE Nov. 19, 2008: The names of the pilot and passengers who were on board the Pacific Coastal Airlines Grumman Goose that crashed at Thormanby Island, BC, have been made public. The pilot has been identified as Peter McLeod, 54.

Pacific Coastal Airlines announced that float plane operations had resumed this morning. The carrier had voluntarily suspended float plane operations immediately after the accident.

Saturday, November 15, 2008

Pilots petition to form JetBlue's first union

JetBlue A320Pilots at JetBlue Airways have filed a petition with the National Mediation Board (NMB) seeking union representation. The JetBlue Pilots Association, organized as an independent union, wants to be recognized as the sole bargaining agent for the nearly 2,000 pilots of JetBlue. Until now, none of the work groups at JetBlue have been unionized.

JetBlue Pilots Association leaders Captains Michael Sorbie and William Evans said in a joint statement on the Association's website, "We have complete faith in our current company leadership and believe that this will be a cooperative effort. As our airline matures, we want to ensure that the career expectations of our pilots will remain intact regardless of organizational changes. We welcome the opportunity to communicate concerns through a voice that is supported by the lawful process of the Railway Labor Act. This process also provides a stability and cost certainty that will be beneficial to our company as we grow into the future."

JetBlue's management team is not thrilled at the prospect of a pilots' union. An article on business news website quoted a JetBlue spokesman who said JetBlue believes "a direct relationship with the company is in our pilots' best interest."

JetBlue Pilots Association leaders said that they provided advance notice of the intent to file the petition to both CEO David Barger and the JetBlue Board of Directors, indicating the type of relationship that exists today and confirming the type of direction that should be expected in the future.

"Our desire to seek formal recognition underscores our need to have a relationship based not only on the benevolence of a leadership team that could transition at any time, but on a relationship where there exists a means to resolve our private discourses under the support of legal process," Capt. Sorbie said.

The NMB soon will begin the steps toward a request for an election and representation authorization. JetBlue Pilots Association leaders are proposing an independent organization and are not seeking association with any third party national union.

[Photo Source]

Friday, November 14, 2008

Qantas Flight QF72 In-flight Upset: What happened inside the cabin

Qantas logoThe Australian Transport Safety Bureau (ATSB) has issued a preliminary report about an accident last month involving a Qantas A330-300 aircraft in which a number of people were injured. The aircraft, operating as Qantas Flight QF72, was en route from Singapore to Perth, Australia with 10 crew and 303 passengers on board when it experienced two successive in-flight upsets. The aircraft diverted to Learmonth, Western Australia, where it made an emergency landing. One flight attendant and at least 13 passengers were seriously injured and many others experienced less serious injuries, according to the ATSB. Most of the injuries involved passengers who were seated without their seatbelts fastened.

While the newly released report focuses primarily on what happened on the flight deck, and the results of the ATSB's early examination of systems data from the accident aircraft, the report devotes several pages to what happened in the passenger cabin during the emergency, damage to the cabin, and injuries sustained by crew members and passengers.

The upset happened while the aircraft was cruising at 37,000 feet. In describing the sequence of events, the ATSB report notes that at the time the emergency began, the first officer (F/O) had just left the flight deck for a scheduled rest break. The captain and second officer (S/O) were on the flight deck when things began to go awry. The captain asked the S/O to call the F/O back to the flight deck, and while the S/O was on the interphone asking the flight attendant to send the F/O back to the flight deck, "the aircraft abruptly pitched nose-down."

The aircraft descended 650 ft. The crew described the movement as "very abrupt, but smooth. It did not have the characteristics of a typical turbulence-related event and the aircraft’s movement was solely in the pitching plane."

The seatbelt sign was then illuminated and the S/O made a public address for passengers and crew to return to their seats and fasten their seatbelts immediately. A few minutes after the first event, the aircraft commenced a second uncommanded pitch-down event. This time the aircraft descended about 400 ft.

The ATSB report says [pp. 2-4]:
The captain announced to the cabin for passengers and crew to remain seated with seatbelts fastened. The second officer made another call on the cabin interphone to get the first officer back to the flight deck. The first officer returned to the flight deck at 1248. After discussing the situation, the crew decided that they needed to land the aircraft as soon as possible. They were not confident that further pitch-down events would not occur. They were also aware that there had been some injuries in the cabin, but at that stage they were not aware of the extent of the injuries.

[The crew then made an] emergency broadcast to air traffic control, advising that they had experienced ‘flight control computer problems’ and that some people had been injured. They requested a clearance to divert to and track direct to Learmonth, WA. Clearance to divert and commence descent was received from air traffic control.

...The flight crew spoke to a flight attendant by interphone to get further information on the extent of the injuries. The flight crew advised the cabin crew that, due to the nature of the situation, they did not want them to get out of their seats, but to use the cabin interphones to gather the information.
After the cabin crew advised the flight deck of several serious injuries, the crew declared a MAYDAY and made a emergency landing at Learmonth.


Quoting again from the ATSB report [p. 5]:
Initial information provided to the Australian Transport Safety Bureau (ATSB) was that 14 people were taken by air ambulance to Perth. Injuries were considered serious, but not life threatening, and included concussion and broken bones. In addition, up to 30 other people attended hospital with possible concussion, minor lacerations and fractures, with up to a further 30 or so people with minor bruises and stiff necks who did not need to attend hospital.

Subsequent information indicates that one flight attendant and at least 13 passengers were admitted to hospital. The nature and extent of the injuries varied considerably, including injuries listed above and spinal injuries.

At the time of the first in-flight upset event, three flight attendants and the first officer were standing in the forward galley and one flight attendant had just left that galley. The first officer and two of the attendants received minor injuries and the other was uninjured. Four of the flight attendants were preparing to leave the crew rest area (four seats located near the Left 3 door), and all received minor injuries. A flight attendant standing in the rear galley received serious injuries.

Information has been obtained from over 10 per cent of the passengers to date. Based on this information, almost all of the passengers who were seated without seatbelts fastened received either serious or minor injuries during the first in-flight upset. Many of these passengers impacted the ceiling panels. Most of the passengers who had their seatbelts fastened were uninjured, although some received minor injuries. Passengers who were standing at the time of the first in-flight upset received either serious or minor injuries.

There was no structural damage to the aircraft, however the ATSB report had this to say about the passenger cabin [pp. 5-6]:
Inspection of the aircraft interior revealed damage mainly in the centre and rear sections of the passenger cabin. The level of damage varied significantly. Much of the damage was in the area of the personal service units above each passenger seat, and adjacent panels. The damage was typically consistent with that resulting from an impact by a person or object. There was evidence of damage above approximately 10 per cent of the seats in the centre section of the cabin, and above approximately 20 per cent of the seats in the rear section of the cabin. In addition, some ceiling panels above the cabin aisle-ways had evidence of impact damage, and many had been dislodged from their fixed position.

Oxygen masks had deployed from above nine of the seats where there had been damage to overhead personal service units or adjacent panels. Some of the cabin portable oxygen cylinders and some of the aircraft first aid kits had been deployed.
The report includes photos of damage to the ceiling panels above passenger seats, and in the aisle.

Here is the link to the entire document, which is worth reading: AO-2008-070: Preliminary Report - ATSB, Nov. 14, 2008 (43-page 'pdf' file)

RELATED: Click here to view all posts about Qantas Flt QF 72 on Aircrew Buzz.

Thursday, November 13, 2008

ATSB Preliminary Report on the In-Flight Upset of Qantas Flight QF72 in October

Qantas logoA Preliminary Report has just been released by the Australian Transport Safety Bureau (ATSB) in regard to the in-flight upset of Qantas Flight QF72 on October 7, 2008. Readers will recall that on that date the Airbus A330-300 aircraft was en route from Singapore to Perth, Australia with 10 crew and 303 passengers on board, when it experienced two successive uncommanded pitch-down events. A number of individuals in the passenger cabin were seriously injured. The aircraft diverted to Learmonth, Western Australia, where it made an emergency landing.

About a week after the accident, the ATSB reported that early analysis of the accident aircraft's Flight Data Recorder data, Post Flight Report data and Built-in Test Equipment revealed that an Inertial Reference System fault had occurred within the Number-1 Air Data Inertial Reference Unit (ADIRU 1). Today's report elaborates further on that finding, and also reports on the overall progress of the investigation, which is ongoing.

A summary of important points is contained in a media release issued by the ATSB in conjunction with the publication of the Preliminary Report. Here is a part of that summary:
Examination of flight data recorder information indicates that, at the time the autopilot disconnected, there was a fault in a flight computer system component known as the air data inertial reference unit number 1 (ADIRU 1) which resulted in a number of spurious spikes in ADIRU parameter values. Further spurious parameter spikes continued to influence a number of system failure indications throughout the flight, resulting in frequent failure messages being provided to the crew. The crew completed required actions in response to the messages, but these actions were not effective in removing the spikes or failure indications. The investigation team is continuing to examine the influence of the spikes in ADIRU parameters on the performance of the flight controls.

Most components on modern aircraft, including ADIRUs, are highly reliable and there has only been a small number of occasions where ADIRUs of different types made by varying manufacturers have had some form of failure. It is extremely rare for any such failures to have an effect on an aircrafts flight controls. The ATSB has previously investigated an in-flight upset related to ADIRU failure from a different manufacturer in a Boeing 777 which occurred in 2005 and was traced to a software fault. While a software fault has not been ruled out in the current investigation, it seems unlikely that the two events are linked.
Still ongoing:
  • The three ADIRUs will be subject to comprehensive testing at the manufacturer's facilities in the US.
  • Review of the ADIRUs' data monitoring capability and management of anomolous ADIRU data, including flight deck indications.
  • Review of records of previous occurrences involving ADIRU failures (which did not result in in-flight upsets) and any occurrences where large numbers of spurious messages were generated.
  • Subject to the results of the ADIRU testing, examination of other aircraft components may be conducted such as the three flight control primary computers and their software in order to understand why the fault in the ADIRU was able to be translated to flight control movements.
The report goes on to say that, although this is unlikely, possible external sources of electromagnetic interference are being explored and assessed, "including from the Harold E. Holt very low frequency transmitter near Exmouth, WA and from portable electronic devices on board the aircraft."

The investigation of cabin safety issues related to this accident also is still underway. This includes interviews with the cabin crew and seriously injured passengers, and responses to questionnaires "seeking passenger observations during the upset events and asking questions in relation to the use of seatbelts, injuries and the use of personal electronic devices."

The ATSB also noted that a number of important safety actions have already been implemented arising from the investigation to date.

Here is the link to the entire document: AO-2008-070: Preliminary Report - ATSB, Nov. 14, 2008 (43-page 'pdf' file)

RELATED: Click here to view all posts about Qantas Flt QF 72 on Aircrew Buzz.