FAA: New Safety Rules for Mitsubishi MU-2B Cargo Aircraft

The U. S. Federal Aviation Administration (FAA) announced today that it had finalized a Special Federal Aviation Regulation (SFAR) "that creates new pilot training, experience and operating requirements to increase the safety of the widely used Mitsubishi MU-2B airplane."

The FAA undertook a safety evaluation of this aircraft type in late 2005, following an increase in the number of MU-2B accidents and safety incidents in 2004-05. That safety evaluation determined that changes in training and operating requirements were needed, and the FAA subsequently proposed a number of recommendations that were included in the SFAR, which was made final today.

The FAA says:

The final rule mandates a comprehensive standardized pilot training program for the MU-2B.

The regulation requires use of a standardized cockpit checklist and the latest revision of the Airplane Flight Manual.

MU-2B operators also must have a working autopilot onboard except in certain limited circumstances.

Owners and operators must comply with the SFAR within a year.

The FAA notes that the rule "has widespread support from, among others, owners and operators of the MU-2B, the manufacturer, commercial operators and safety groups."

References:

• FAA Finalizes New Safety Rules for Mitsubishi MU-2B Cargo Plane - FAA, January 2008
• MU-2B Series Airplane Safety Evaluation Report - FAA, December 2005 (30 page 'pdf' file)

NTSB: Preventing aircraft accidents involving controlled flight into terrain

The U.S. National Transportation Safety Board (NTSB) has issued a new Safety Alert that addresses accidents involving controlled flight into terrain (CFIT) during visual night conditions. The Safety Alert arose from information collected during the NTSB's investigations of six general aviation accidents over a three-year period in which "aircraft collided with terrain while either climbing shortly after takeoff or descending to prepare to land."

A press release announcing the Safety Alert says that the pilots and air traffic controllers involved in the six accidents "all appeared to have been unaware that the aircraft were in danger by approaching terrain." The NTSB concluded that all six of these accidents could have been prevented by increased altitude and position awareness, and better preflight planning.

NTSB Safety Alert SA-013 suggests these ways for pilots to CFIT accidents during visual night conditions:

• CFIT accidents are best avoided through proper preflight planning.
• Terrain familiarization is critical to safe visual operations at night. Use sectional charts or other topographic references to ensure that your altitude will safely clear terrain and obstructions all along your route.
• In remote areas, especially in overcast or moonless conditions, be aware that darkness may render visual avoidance of high terrain nearly impossible and that the absence of ground lights may result in loss of horizon reference.
• When planning a nighttime VFR flight, follow IFR practices such as climbing on a known safe course until well above surrounding terrain. Choose a cruising altitude that provides terrain separation similar to IFR flights (2,000 feet above ground level in mountainous areas and 1,000 feet above the ground in other areas.)
• When receiving radar services, do not depend on air traffic controllers to warn you of terrain hazards. Although controllers will try to warn pilots if they notice a hazardous situation, they may not always be able to recognize that a particular VFR aircraft is dangerously close to terrain.
• When issued a heading along with an instruction to “maintain VFR,” be aware that the heading may not provide adequate terrain clearance. If you have any doubt about your ability to visually avoid terrain and obstacles, advise ATC immediately and take action to reach a safe altitude if necessary.
• ATC radar software can provide limited prediction and warning of terrain hazards, but the warning system is configured to protect IFR flights and is normally suppressed for VFR aircraft. Controllers can activate the warning system for VFR flights upon pilot request, but it may produce numerous false alarms for aircraft operating below the minimum instrument altitude—especially in en route center airspace.
• For improved night vision, the FAA recommends the use of supplemental oxygen for flights above 5,000 feet.
• If you fly at night, especially in remote or unlit areas, consider whether a global positioning system-based terrain awareness unit would improve your safety of flight.

The NTSB alert includes links to the Air Accident Briefs for the six accident investigations that led to the current Safety Alert. Commenting on the results of those investigations, NTSB Chairman Mark V. Rosenker said, "Some of the pilots involved in these accidents had many hours of experience and were instrument rated, yet for some lapses in basic airmanship they failed to maintain proper altitude."

AAIB Update on the British Airways accident at Heathrow

The United Kingdom's Air Accidents Investigation Branch (AAIB) has issued an update to its initial report on the British Airways B-777 accident that occurred last week at London's Heathrow International Airport (LHR). In that accident, a British Airways Boeing 777-236ER, operating as Flight BA 038, landed several hundred meters short of runway 27L at LHR. Both of the aircraft's engines reportedly failed to respond to throttle inputs during final approach to the airfield, after a flight from Beijing.

Here is an excerpt from the AAIB update, issued on January 23, 2008:

The AAIB, sensitive to the needs of the industry including Boeing, Rolls Royce, British Airways and other Boeing 777 operators and crews, is issuing this update to provide such further factual information as is now available.

As previously reported, whilst the aircraft was stabilised on an ILS approach with the autopilot engaged, the autothrust system commanded an increase in thrust from both engines. The engines both initially responded but after about 3 seconds the thrust of the right engine reduced. Some eight seconds later the thrust reduced on the left engine to a similar level. The engines did not shut down and both engines continued to produce thrust at an engine speed above flight idle, but less than the commanded thrust.

Recorded data indicates that an adequate fuel quantity was on board the aircraft and that the autothrottle and engine control commands were performing as expected prior to, and after, the reduction in thrust.

All possible scenarios that could explain the thrust reduction and continued lack of response of the engines to throttle lever inputs are being examined, in close cooperation with Boeing, Rolls Royce and British Airways. This work includes a detailed analysis and examination of the complete fuel flow path from the aircraft tanks to the engine fuel nozzles.

Further factual information will be released as and when available.

The AAIB update also noted that the wreckage of the accident aircraft "was moved from the threshold of Runway 27L to an airport apron on Sunday evening, allowing the airport to return to normal operations."

Related:  Click here to view all posts on Aircrew Buzz about British Airways Flt 038.

ALPA to represent pilots at Canada's Wasaya Airways

The Air Line Pilots Association (ALPA) has been certified by the Canada Industrial Relations Board as the official collective bargaining unit for the pilots at Canadian carrier Wasaya Airways.

According to a news release issued by ALPA, the pilots at Wasaya Airways first contacted an officer of the ALPA Canada Board last year. ALPA put together an organizing team, and in November 2007, the team visited the Wasaya pilots during a tour of their bases. ALPA said, "Pilot turnout at the meetings was extremely high, and the tour led to a successful card drive in which Wasaya pilots overwhelmingly chose ALPA to represent them."

Wasaya Airways provides passenger, cargo, and charter operations in northern Ontario. The airline has a fleet of 24 aircraft and employs 70 pilots. Aircraft types include the Pilatus PC12-45, the Hawker Siddeley 748, the Beech 1900D, and the Caravan C208B. Headquartered in Thunder Bay, Ontario, Wasaya Airways also has bases in Sioux Lookout, Red Lake, Pickle Lake, and Timmins.

Capt. Jeff Braun, is serving as the interim leader of the Wasaya pilot group.

NTSB reports on Alpine Air crash in Hawaii

The U.S. National Transportation Safety Board (NTSB) has issued a preliminary report on the loss of a Beech 1900C and its pilot earlier this month in Hawaii. The aircraft is believed to have crashed into the Pacific Ocean near the island of Kauai. The body of the pilot has not been recovered. The aircraft (registration number N410UB) was operated by Alpine Aviation Inc., doing business as Alpine Air, as an on-demand cargo flight under 14 CFR Part 135 rules at the time of the accident.

According to the NTSB report, the aircraft departed Honolulu International Airport at 04:43 AM local time on January 14, 2008 carrying 4,200 pounds of mail en route to Lihue, on the island of Kauai. The report notes that "night visual meteorological conditions prevailed, and an instrument flight rules flight plan had been filed." The aircraft was lost from radar over the ocean about 7 miles south of the Lihue, at 05:08 AM. It had been scheduled to arrive in Lihue at 05:15 AM.

Here is an excerpt from the NTSB report:

The Coast Guard indicated that debris from the airplane was initially identified floating on the ocean surface at 0848, approximately 11 miles south-southwest of the airport. The water depths in the search area were up to 800 fathoms (4,800 feet). Additional debris was identified and collected and then transported to the Coast Guard station at Lihue. The Coast Guard discontinued the search on the afternoon of January 15.

An Airport Duty Operations Controller was conducting an airport inspection while the accident airplane was approaching the airport. He recalled that he heard a pilot who identified himself as Alpine Air state that he was, "...landing 35 and 7 miles out." Airport personnel reported that the runway lights, medium intensity approach lighting system with runway alignment indicator lights (MALSR), and precision approach path indicator (PAPI) lights for runway 35, were recorded as functional at the time of the accident.

The following weather conditions were reported at Lihue Airport at 0453: wind from 030 at 23 knots with gusts to 27 knots, 10 miles visibility, cloud layers scattered at 4,100 feet and overcast at 5,500 feet, temperature 20 degrees Celsius, dew point 13 degrees Celsius, and the altimeter setting was 30.13 inches of Mercury. [NTSB ID: SEA08FA062]

The pilot, identified in news reports as Paul Akita of Honolulu, was making his first flight following a two day scheduled rest period, and had been scheduled to return to Honolulu later on the same day as the accident. The Honolulu Advertiser reported:

Akita was one of 10 pilots employed by Alpine Air in Hawai'i. He graduated from Everglades University with a bachelor's degree in aviation and joined Alpine Air in July 2004 after flying for Big Kahuna Aviation.

The NTSB expects to issue its final report on the accident within eight months to one year.

BALPA statement on the British Airways accident at Heathrow

The British Air Line Pilots Association (BALPA) issued an official statement in support of the flight deck crew of BA Flight 038, the British Airways Boeing 777 that crash landed at London's Heathrow International Airport on January 17.

In the statement, Jim McAuslan, BALPA's General Secretary, said:

‘Captain Peter Burkill and his First Officer John Coward are ordinary people who did an extraordinary thing. Air transport remains the safest form of transport, by a long way, but accidents do happen and the text book way in which this was handled by the pilots and the cabin crew is a testament to the professionalism of all involved.

‘The BALPA web forum has been inundated overnight with compliments from their fellow professionals. The vast majority of pilots will go through their whole career without experiencing the events of BA038, but all of them are trained to cope with the possibility. This training includes frequent simulator checks in which pilots rehearse how to calmly deal with the completely unexpected.

‘The pilots and BALPA will be co-operating fully with the Air Accident Investigation Branch (AAIB) enquiries. Until we have their interim report it is inappropriate to comment on the cause of the accident; and history teaches us that their conclusions rarely reflect the immediate speculation.

‘After the long flight culminating in the accident, the pilots were then interviewed extensively yesterday by AAIB. The pilots were supported throughout by experienced BALPA representatives. The pilots do not wish to be in the public spotlight and went out for a quiet curry last night. They do not wish or seek “hero status”, and are ‘’embarrassed that their aircraft is all over the front page.’’

‘The events of yesterday did not stop with the crew of BA038. Other pilots in other aircraft lined up behind on the approach would have needed to calmly gone about re-routing. All are ordinary people who do an extraordinary thing.’

BALPA is the union that represents the pilots of British Airways.

Related:  Click here to view all posts on Aircrew Buzz about British Airways Flt 038.

British Airways Flight 038: The day after

The senior crew members from BA Flight 038, the British Airways Boeing 777 that crash landed at London's Heathrow International Airport (LHR) on January 17, were introduced at a press conference earlier today. Pictured here, left to right, are senior First Officer John Coward, who was the pilot flying at the time the emergency arose; Captain Peter Burkill, pilot in command; and Cabin Service Director Sharron Eaton-Mercer, the senior cabin crew member on the flight.

Another flight deck crew member, First Officer Conor Magenis, is not pictured. Other cabin crew members were not identified by name.

The crew members were praised for their actions during the emergency -- the pilots for managing to land the disabled aircraft without causing any loss of life to those on board or on the ground; and the cabin crew for quickly initiating and efficiently carrying out the evacuation of the aircraft once it had come to a rest. Those who lauded the crew included UK Prime Minister Gordon Brown, and British Airways CEO Willie Walsh, as well as passengers who had been on board BA Flight 038.

The United Kingdom's Air Accidents Investigation Branch (AAIB) has issued a preliminary report about the accident. The date and time of the accident were listed officially as 17 January 2008 at 1243 hrs in the report.

The one-page AAIB report presented a brief summary of the events leading to the aircraft landing short of runway 27L at LHR. The preliminary report, based on interviews with the crew, and initial examination of the aircraft's Flight Data Recorder, indicated that, "At approximately 600 ft and 2 miles from touch down, the Autothrottle demanded an increase in thrust from the two engines but the engines did not respond. Following further demands for increased thrust from the Autothrottle, and subsequently the flight crew moving the throttle levers, the engines similarly failed to respond."

The aircraft struck the ground inside the airfield's perimeter fence, about 1000 ft. short of the paved surface of runway 27L, according to the AAIB report. The report went on to say that during the short ground roll, "the right main landing gear separated from the wing and the left main landing gear was pushed up through the wing root." The report also noted that a "substantial amount" of fuel spilled from the aircraft at the accident site, but there was no fire.

All 136 passengers and 16 crew members evacuated the aircraft using emergency slides. According to the AAIB preliminary report, four crew members and eight passengers sustained minor injuries, while one other passenger's injuries were described as "serious." At least one news report mentioned that one passenger had suffered a concussion and had remained in hospital overnight, but this has not been officially confirmed.

The AAIB report lists damage to the aircraft as "substantial." The accident aircraft was described by the AAIB as a Boeing 777-236, registration number G-YMMM, manufactured in 2001. The aircraft was powered by two Rolls-Royce RB211 Trent 895-17 turbofan engines.

The accident investigation is ongoing, under the direction of the AAIB, with assistance from other interested parties, as follows:

In accordance with the established international arrangements the National Transportation Safety Board (NTSB) of the USA, representing the State of Design and Manufacture of the aircraft, was informed of the event. The NTSB appointed an Accredited Representative to lead a team from the USA made up of investigators from the NTSB, the FAA and Boeing. A Boeing investigator already in the UK joined the investigation on the evening of the event, the remainder of the team arrived in the UK on Friday 18th January. Rolls-Royce, the engine manufacturer is also supporting the investigation, an investigator having joined the AAIB team.

The AAIB also reported that the Flight Data Recorder (FDR), Cockpit Voice Recorder (CVR) and Quick Access Recorder (QAR) were retrieved from the accident aircraft.

The CVR and FDR have been successfully downloaded at the AAIB laboratories at Farnborough and both records cover the critical final stages of the flight. The QAR was downloaded with the assistance of British Airways and the equipment manufacturer. All of the downloaded information is now the subject of detailed analysis.

The AAIB report states that the focus of the continuing investigation will be "on more detailed analysis of the Flight Recorder information, collecting further recorded information from various system modules and examining the range of aircraft systems that could influence engine operation."

[Photo Source]

Related:  Click here to view all posts on Aircrew Buzz about British Airways Flt 038.

UK's AAIB: Initial report on British Airways accident at Heathrow

The United Kingdom's Air Accidents Investigation Branch (AAIB) issued its initial report regarding yesterday's crash landing of a British Airways Boeing  777 at London's Heathrow International Airport (LHR). The B777-236ER aircraft (registration number G-YMMM), operating as British Airways Flight BA 038 from Beijing to London, landed short on runway 27L at LHR. All 136 passengers and 16 crew on board survived. The aircraft was substantially damaged.

The AAIB investigation is ongoing, however today's report describes the event, and reports the agency's preliminary findings based on the initial examination of the Flight Data Recorder, and interviews with the crew and others at the accident scene.

Here are some excerpts from the report, which describe the event (re-paragraphed for easier reading):

Following an uneventful flight from Beijing, China, the aircraft was established on an ILS approach to Runway 27L at London Heathrow.

Initially the approach progressed normally, with the Autopilot and Autothrottle engaged, until the aircraft was at a height of approximately 600 ft and 2 miles from touch down. The aircraft then descended rapidly and struck the ground, some 1,000 ft short of the paved runway surface, just inside the airfield boundary fence. The aircraft stopped on the very beginning of the paved surface of Runway 27L.

During the short ground roll the right main landing gear separated from the wing and the left main landing gear was pushed up through the wing root. A significant amount of fuel leaked from the aircraft but there was no fire.

An emergency evacuation via the slides was supervised by the cabin crew and all occupants left the aircraft, some receiving minor injuries.

...

The flight crew were interviewed on the evening of the event by an AAIB Operations Inspector and the Flight Data Recorder (FDR), Cockpit Voice Recorder (CVR) and Quick Access Recorder (QAR) were removed for replay.

The CVR and FDR have been successfully downloaded at the AAIB laboratories at Farnborough and both records cover the critical final stages of the flight. The QAR was downloaded with the assistance of British Airways and the equipment manufacturer. All of the downloaded information is now the subject of detailed analysis.

Examination of the aircraft systems and engines is ongoing.

Initial indications from the interviews and Flight Recorder analyses show the flight and approach to have progressed normally until the aircraft was established on late finals for Runway 27L.

At approximately 600 ft and 2 miles from touch down, the Autothrottle demanded an increase in thrust from the two engines but the engines did not respond. Following further demands for increased thrust from the Autothrottle, and subsequently the flight crew moving the throttle levers, the engines similarly failed to respond.

The aircraft speed reduced and the aircraft descended onto the grass short of the paved runway surface. [AAIB Ref: EW/C2008/01/01]

The AAIB states that the accident investigation will continue, focusing on "more detailed analysis of the Flight Recorder information, collecting further recorded information from various system modules and examining the range of aircraft systems that could influence engine operation."

UPDATE January 24, 2008: The UK's AAIB has issued an update to its preliminary report on the British Airways accident. Excerpt:

Recorded data indicates that an adequate fuel quantity was on board the aircraft and that the autothrottle and engine control commands were performing as expected prior to, and after, the reduction in thrust.

All possible scenarios that could explain the thrust reduction and continued lack of response of the engines to throttle lever inputs are being examined, in close cooperation with Boeing, Rolls Royce and British Airways. This work includes a detailed analysis and examination of the complete fuel flow path from the aircraft tanks to the engine fuel nozzles.

Click here to read the update on the AAIB website.

NOTE:  Click here to view all posts on Aircrew Buzz about British Airways Flt 038.

British Airways Boeing 777 down at Heathrow

A British Airways B777-236ER landed several hundred meters short of a runway at London's Heathrow Airport (LHR) earlier today, January 17, 2008. BA Flight 038, arriving at LHR on a scheduled flight from Beijing, had 132 passengers and 16 crew on board, all of whom were evacuated safely using emergency slides. Early news reports said a few people sustained "minor injuries." The aircraft (registration number G-YMMM) was severely damaged. There was no fire.

The aircraft reportedly touched down at 12:42 GMT, several hundred meters short of runway 27L, and plowed through the grass, coming to a rest on its belly just at the threshold of the runway. Several eyewitnesses at the airport said that the aircraft appeared to lose power on short final, and that the landing gear collapsed shortly after the aircraft touched down.

BBC News reported that all BA short-haul flights scheduled to leave from Heathrow were immediately cancelled or delayed. A number of incoming flights were diverted to Stansted and Luton.

A press advisory issued by the U.S. National Transportation Safety Board (NTSB) said that a team had been dispatched to assist the government of the United Kingdom in its investigation of today's accident. The NTSB designated investigator Bill English as the U.S. Accredited Representative. An aviation systems technical specialist and a powerplants technical specialist will accompany him. The Federal Aviation Administration and the Boeing Aircraft Company are also sending investigators as part of the team, according to the NTSB. The UK Air Accident Investigation Branch (AAIB) is leading the investigation.

Kudos to the flight crew for landing the apparently disabled aircraft without loss of life or serious injury to anyone on board or on the ground, and to the cabin crew for quickly evacuating everyone from the aircraft without further incident.

Click here for the BBC's photo collection of the aircraft and the accident site at Heathrow.

Follow-up details regarding the this accident will be posted here on Aircrew Buzz as factual information becomes available.

[Photo Source]

UPDATE January 17, 2008: Willie Walsh, CEO of British Airways released a statement publicly commending the crew of BA Flight 38, identifying the PIC by name:

" I would like to pay tribute to the 16 crew of the BA038 led by Captain Peter Burkill. The flight crew showed great courage and professionalism in landing the aircraft safely. All of the crew did a fantastic job evacuating the 136 passengers. They are all heroes and everyone at British Airways is very proud of them." [Source: British Airways Press Statement, January 17, 2008]

In a separate statement, Mr. Walsh also praised the fire, ambulance and police services for their response at the scene of the accident.

UPDATE January 18, 2008: The UK's Air Accident Investigations Branch (AAIB) has issued a preliminary report on the British Airways accident.

UPDATE January 24, 2008: The UK's AAIB has issued an update to its preliminary report on the British Airways accident.

UPDATE February 9, 2010: The AAIB has issued its Final report on 2008 British Airways Boeing 777 accident at Heathrow.

NOTE:  Click here to view all posts on Aircrew Buzz about British Airways Flt 038.

Continental takes delivery of first Next-Generation Boeing 737-900ER

Earlier this week,  Continental Airlines took delivery of its first Boeing Next-Generation 737-900ER aircraft. Continental was the first carrier in the Americas to order this long-range, high-capacity derivative of the aircraft type, and now will be the first to operate the aircraft as well.

A news release issued jointly by Continental and Boeing quoted Continental's CEO Larry Kellner who said, "Continental's new 737-900ER will have among the lowest operating costs in the industry and allows us to build upon our efficient Boeing Next-Generation 737 fleet. These aircraft are part of our continued focus on fleet modernization, fuel efficiency and delivering the best product in the business."

Continental's B737-900ER is configured with 173 seats in two classes: 20 first class seats, and 153 in economy. The airline has 26 more of these aircraft on order, and expects to take delivery of two to three new Next-Generation 737s per month this year, on average, including a mix of 737-900ERs and 737-800s.

All aircraft of this type are equipped with performance-enhancing Blended Winglets, said to improve fuel efficiency and reduce CO2 emissions by up to 4 percent. According to Boeing, the 737-900ER also incorporates a new pair of exit doors and a flat, rear-pressure bulkhead that allow a maximum capacity of 220 passengers in a single-class layout. Aerodynamic and structural design changes allow the 737-900ER to accommodate higher takeoff weights and increase its range up to 3,175 nautical miles (5,885 km).

Boeing says that, to date, eight customers around the world have placed orders for 169 Next-Generation 737-900ERs.

[Photo Source]

American Airlines pilots want mediation of contract talks

American Airlines and its pilots' union, the Allied Pilots Association (APA), have been in contract negotiation since September 2006, and have been at an impasse since November of 2007. Although the bargaining process was initiated by American well ahead of the current contract's amendable date of May, 2008, the negotiations broke down when the airline insisted that the costs of the pilots' pay proposals could not be sustained, and would put American at a financial disadvantage, vis a vis its competitors.

For their part, the pilots had been seeking restoration of pay and benefits that they had accepted in 2003 in order to help American avoid bankruptcy. The pilots reason that they should have a fair share in the airline's subsequent financial recovery.

Late last week, the APA announced that it was inviting American Airlines management "to join in a request for National Mediation Board (NMB) involvement in the ongoing negotiations for a new pilots' contract." APA President, Capt. Lloyd Hill indicated that the union would wait until the close of business on Monday, January 14 for management's response to the union's invitation before contacting the NMB unilaterally.

Earlier today, American announced that it had rejected APA's request, saying the two sides could make more progress in direct negotiations. The Dallas Morning News reported:

"After considering the APA's offer to file a joint request for mediation, the company believes that remaining in joint control of the negotiation schedule and continuing direct bargaining with the APA is the best course to expeditiously reach an agreement," American official Denny Newgren said in a letter to the union's negotiating committee.

"We believe that in order to make substantial progress, it may make sense to consider using private facilitation and/or technical negotiating assistance offered by the National Mediation Board," Mr. Newgren wrote, "and we would like to discuss this idea further with the APA negotiating committee."

Mr. Newgren is managing director of employee relations for the flight department at American Airlines.

The pilots continue to contend that NMB mediation is warranted. The Dallas Morning News article quoted an APA spokesman who said he expects the union today to ask mediators to intervene despite American's letter.

Taxi prang for Sen. Obama's chartered Gulfstream

A chartered Gulfstream II aircraft "touched wings" with a parked Cessna 208 Caravan in the wee hours of the morning on January 12. The Caravan was parked at Chicago's Midway Airport, and the Gulfstream was taxiing to a parking space under its own power at the time of the incident. No one was injured, and only minor damage was recorded.

Were it not for the fact that one of the ten passengers on board happened to be U.S. presidential candidate Senator Barack Obama, no one would have paid much attention to the incident. But, Senator Obama was on board, having just arrived aboard the Gulfstream from a speaking engagement in Las Vegas.

An article about the incident on the Fox News Embedded Producers blog quotes an FAA Spokeswoman who said:

“There was an incident at Midway airport at 2:30am on Saturday morning when a Gulfstream 2 taxiing to park at Midway touched wings with a parked Cessna 208. The left wing of the Gulf hit the right wing of the Cessna, there was nobody on the Cessna and there were no reported injuries on the Gulfstream. The plane, the Gulfstream, was taxiing under its own direction, it was no longer under FAA air traffic control direction. The FAA is investigating, the National Transportation Safety Board is leading the investigation. These investigations typically take a few months or weeks.”

The preliminary incident report did show up this morning on the FAA website, but we notice that the Gulfstream's registration number is listed as "Unknown." Given who was on board, it's unlikely that the FAA really didn't know the registration number of that aircraft. We'll assume that the omission has something to do with security, rather than with saving the crew of that aircraft from embarrassment.

But do they not have ramp marshallers at Midway at 02:30 in the morning?

[Photo Source]

Pinnacle vs. pilots: The latest chapter

Pilots at Pinnacle Airlines have not had a pay raise since 2004. They have been in contract negotiations with the airline's management since January 2005, with no satisfactory progress. This past Monday the pilots formally requested binding arbitration by the National Mediation Board (NMB). The following day, the airline filed a lawsuit in U.S. District Court against the Air Line Pilots Association International (ALPA), the union representing the 12,000 pilots, citing bad-faith bargaining in contract talks.

In his January 7, 2008 letter to the NMB, ALPA President Capt. John Prater says that the airline's "best and last" offer submitted to the pilots in December of 2005 proposes pay rates and work rules that "fall well below industry average." Also at issue is the lack of a so-called successor clause in the company bylaws that would address job security protection.

Chairman of the Pinnacle MEC of ALPA, Capt. Scott Erickson, referring to Pinnacle's acquisition of non-union Colgan Airlines last year, said, "Essentially, it comes down to this: They took money out of the coffers of our airline, floated it up to Pinnacle Corp., the holding company, and bought another airline." The pilots fear that Colgan pilots eventually will be flying Pinnacle routes.

In its lawsuit, Pinnacle Airlines accuses the pilots of bad faith bargaining. In a news release issued by Pinnacle on January 8, Clive Seal, Vice President and General Manager of Pinnacle Airlines Inc. said, "We regret having to file this lawsuit, but the union left us with no choice. On more than one occasion, we agreed to terms that the union said would result in an agreement, and then they moved the goalposts and made additional demands. We need them to come to the table and deal fairly in a genuine effort to get a fair contract for our Pilots and their families. I believe we would have an agreement already if our Pilots had been told the truth about our offer and been allowed by the union to vote on the company proposal as we requested."

Philip H. Trenary, President and CEO of Pinnacle Airline, echoed Seal's sentiment, saying, "We want a new contract for our Pilots. We want to be at the table and bring these negotiations to a close. We have bargained in good faith and have repeatedly responded positively to requests from the union. We have been more than fair. All of us built this company together under the premise that we are a team, and we think it's unfair that our pilots are the only employee group that has not had a raise since 2005. Now, it's time for the union to be fair by putting union politics aside and doing what's in the best interest of our Pilots."

But ALPA called these statements by Pinnacle management "the height of cynicism." ALPA's Capt. Prater said in a news release:

"I’m astounded that Pinnacle management has the gall to accuse ALPA of bad-faith bargaining when management, not ALPA, has been dragging out negotiations for the last 18 months. It’s the height of cynicism.

"I sent a letter to the National Mediation Board just yesterday requesting that it issue a proffer of arbitration to the airline and the union. I do not believe the suit’s timing is a coincidence.

"I am equally outraged that Pinnacle, in a news release dated today, charged that ALPA negotiators had not 'told the truth' to pilot members regarding offers Pinnacle had made. Pilots have been fully informed on all details of negotiations throughout the process.

"How dare this management accuse us of lying to our pilots? No pilot group is more unified, well led, and serious about negotiations than our Pinnacle pilots.

"Even though many contract issues have been resolved, this management refuses to make any serious improvements in pilots' job security protection, pay rates, and work rules that would appreciably improve pilots’ quality of life."

Pinnacle MEC chairman Erickson added, "Filing this baseless lawsuit can only be a delaying tactic in retaliation for our request to the NMB. It's the latest in a long line of attempts to put off the inevitable and to misrepresent where the real blame lies—with Pinnacle management—for the failure to achieve a fair contract after three very difficult years."

The next move may be in the hands of the NMB. If the NMB denies ALPA's request for binding arbitration, negotiations will supposedly continue, although given the current climate, that seems a grim prospect. If either side rejects arbitration, a strike may ensue after a compulsory 30-day 'cooling off' period. Last November, Pinnacle pilots voted overwhelmingly in favor of a strike, so the stage is set.

Transaven Let L-410 missing off Venezuelan coast

A small twin engine turboprop aircraft with 12 passengers and two crew on board went missing off the coast of Venezuela this past Friday. The aircraft, a Czech-made Let L-410, operated by Venezuelan carrier Transaven Airlines, disappeared on January 4, 2008 while en route from Caracas to the Los Roques islands.

Various news media have reported that the crew reported engine failure shortly before the aircraft presumably crashed into the Caribbean Sea. Search and rescue operations have been unsuccessful in locating the crash site, and have found neither wreckage nor any sign of those on board.

Both pilots are believed to be Venezuelan nationals.

UPDATE January 10, 2008: According to an  article published this morning by SignOnSanDiego.com , "Authorities have found no sign of survivors from an airplane crash and are calling off active search efforts for the 14 aboard, including eight Italians and a Swiss citizen."

NetJets pilots' contract amended and extended

NetJets Aviation (NJA) announced that its pilots, represented by Teamsters Local 1108, had approved a major amendment and extension to their collective bargaining agreement last month. The agreement was reached after six months of negotiations.

A press release issued by the company said that 75.7% of NJA's more than 2,600 pilots had voted in favor of the agreement. Over 95% of the pilots had participated in the referendum.

The press release did not include details of the terms of the agreement, however an article about the amended NetJets contract in Aviation International News (AIN) noted that major provisions of the agreement included increasing the number of crew bases, more schedule options and pay increases.

Here are some details about the pay packages, reported by AIN:

NetJets first officers benefit greatly from the new agreement, with first-year pay climbing from $39,000 to $56,875 a year under the seven-days-on/seven-days-off schedule. This eclipses the previous industry-leading annual salary for new-hire first officers of $40,000 at CitationShares. Lowest on the scale are Flight Options first officers, who earn an average salary of $33,996 per year.

While the first officers got sizeable pay increases, NetJets’ captains fared well too. First-year captain salaries increased from $52,500 to $87,500, a significant step beyond the previous high of $64,000 at CitationShares. Flight Options occupies the lowest end of the scale, with captains starting at $51,996 a year.

Under the new payscale, NetJets first officers top out at $81,081 after year 10. Five-year captains will earn six figures under the new deal.

The agreement, which was signed by both NJA and the pilots union last month, will become amendable in five and a half years, but can be extended for another three years should NetJets meet certain parameters. AIN reports that these include "giving NJA 85 percent of all international flying, maintaining the same level of health care at no cost to pilots, opening 10 additional crew bases and adding cost-of-living adjustments to pay tables each year of the extension."

New prohibition on lithium batteries in checked baggage

The U. S. Department of Transportation (DOT) will prohibit loose lithium batteries from being carried in checked baggage, beginning today, January 1, 2008. The new rule is in response to the known fire risks of lithium batteries.

These batteries may still be packed in carry-on baggage. The DOT provides these tips for transporting spare batteries for devices such as cell phones, laptop computers, PDAs, cameras, and other battery-powered devices in order to prevent inadvertent activation aboard aircraft:

• Pack spare batteries in carry-on baggage. In the passenger compartment, flight crews can better monitor safety conditions to prevent an incident, and can access fire extinguishers, if an incident does happen.
• Keep spare batteries in the original retail packaging, to prevent unintentional activation or short-circuiting.
• For loose batteries, place tape across the battery's contacts to isolate terminals. Isolating terminals prevents short-circuiting.
• If original packaging is not available, effectively insulate battery terminals by isolating spare batteries from contact with other batteries and metal. Place each battery in its own protective case, plastic bag, or package. Do not permit a loose battery to come in contact with metal objects, such as coins, keys, or jewelry.
• Only charge batteries which you are sure are rechargeable! Non-rechargeable batteries are not designed for re-charging, and become hazards if they are placed in a battery charger. NEVER attempt to recharge a battery unless you know it is rechargeable.
• If you have already charged a non-rechargeable battery, do NOT bring such a battery on board an aircraft.
• Use only chargers designed for your type of batteries. If unsure about compatibility, contact the product manufacturer.
• Take steps to prevent crushing, puncturing, or putting a high degree of pressure on the battery, as this can cause an internal short-circuit, resulting in overheating.

Several months ago, the Air Line Pilots Association (ALPA) issued a safety alert to its members regarding response to in-flight passenger electronic equipment fires. Click here to download the ALPA Safety Alert (3 page 'pdf' file).