FAA fines Continental Airlines and American Eagle for maintenance issues

by B. N. Sullivan

The U.S. Federal Aviation Administration (FAA) has proposed civil penalties -- i.e., fines -- against both Continental Airlines and American Eagle Airlines for operating passenger aircraft that were not in compliance with Federal Aviation Regulations.

A $275,000 fine is proposed against Continental for operating two non-compliant Boeing 737-900ER aircraft on 73 flights.

The FAA alleges Continental mechanics failed to follow the 737 Airplane Maintenance Manual when they installed incorrect main landing gear wheel-tire assemblies on two aircraft and released them for service on Nov. 7 and 19, 2009.

The manual contains specific instructions to mechanics not to use wheel-tire assemblies intended for the B-737-700, -800 and -900 on the heavier B-737-900ER.  The manual says using the incorrect assemblies on the heavier version of the B-737 might lead to damage to the aircraft or injury to people working on and around the aircraft.

A fine of $330,000 is proposed against American Eagle for operating a non-compliant Embraer 135 aircraft on 12 revenue passenger flights.

The FAA alleges American Eagle mechanics failed to note broken passenger seats and armrests on two aircraft during a Dec. 18, 2008 inspection and did not follow the approved maintenance manual instructions during those inspections.  FAA inspectors discovered seats on two aircraft that would not raise and stow into the upright and locked position for takeoffs and landings.  FAA inspectors also found damaged center arm rests that would not stow in the upright and locked position.

The FAA further alleges that American Eagle used one of the aircraft on 12 revenue passenger flights between the inspection and eventual repair of the seats and armrests.  The other aircraft did not fly again until the airline completed the required work.

The airlines have 30 days to respond to the FAA.

Continental Airlines flight attendants reject tentative contract agreement

 by B. N. Sullivan

Continental Airlines flight attendants have rejected a temporary contract agreement (TA), which was reached in September.  Their union, the International Association of Machinists and Aerospace Workers (IAM) announced the results of the ratification vote earlier today: 61% of the membership participated, and of those, 45% voted to accept the TA and 55% voted to reject it.

In a statement about the failed ratification vote, the IAM said:

In meetings held with the membership at all bases it became clear the Flight Attendants prefer a complete agreement that provides full recovery of items sacrificed in the previous round of concessionary bargaining, such as sick leave, vacation and 401K Match instead of an interim agreement.

Although we acknowledged from the outset that the Tentative Interim Agreement did not contain everything the membership - or the committee – wanted, in light of the merger with United Airlines it would have been irresponsible of the committee not to allow the Flight Attendants an opportunity to view and vote on the wages, fence agreement and no furlough clause we had achieved in the company’s last proposal.  As the Negotiating Committee indicated before voting began, we would be guided by the membership’s direction, and that direction is clear.

Merger or no merger Continental has a legal obligation to negotiate.  We have notified Continental that we are prepared to immediately resume bargaining which will address the comprehensive agreement that fulfills goals the membership expressed.

Sounds like it's back to the bargaining table for the IAM and Continental management. 

Continental Airlines recalls furloughed pilots

by B. N. Sullivan

Continental Airlines is recalling 132 pilots who were furloughed in September of 2008.  The recalled pilots will begin to return for training before the end of 2010. 

In a statement to the press, Capt. Jay Pierce, chairman of the Continental Airlines unit of the Air Line Pilots Association (ALPA) said, “With the increases in flying due to increased passenger traffic and anticipated aircraft deliveries, combined with normal pilot attrition rates, we have been saying for months that we needed our pilots back in order to adequately maintain the level of service that Continental is known for."

Fifteen furloughed pilots returned to work at Continental earlier this year. The newly announced recall will bring back the remainder of the 148 pilots who were furloughed in 2008.

Continental Airlines maintenance lapse earns $325,000 FAA fine

by B. N. Sullivan

The alleged mishandling of a maintenance issue on a Continental Airlines Boeing 737 aircraft has resulted in the imposition of a hefty fine by the U.S. Federal Aviation Administration (FAA). The agency announced earlier this week that it was proposing a $325,000 civil penalty against the carrier "for operating an aircraft on at least a dozen commercial flights without properly maintaining its right main landing gear."

Here is how the FAA press release about the fine explained the alleged safety violation:

The FAA alleges that on December 20, 2008, the crew of a Continental Boeing 737 saw a warning light on the right main landing gear indicator after the gear retracted on a flight from Houston to Los Angeles. After discussing the situation with Continental maintenance control, the crew elected to continue the flight.

However, the flight diverted to Phoenix after the crew noticed the aircraft was burning an excessive amount of fuel. On the ground, Continental maintenance workers inspected the landing gear but did not make a required entry in the aircraft’s maintenance log or any other maintenance record about the abnormal landing gear indication.

The FAA alleges the airline operated the aircraft on at least 12 additional passenger flights before the abnormal gear indication was addressed by mechanics, in violation of Federal Aviation Regulations.

The FAA announcement also quoted FAA Administrator Randy Babbitt, who said, “Air carriers cannot let maintenance issues lapse. When a problem is discovered, it needs to be corrected immediately.”

Continental Airlines has 30 days to respond to the FAA’s civil penalty letter.

[Photo Source]

United-Continental merger plans announced

by B. N. Sullivan

This morning United Airlines and Continental Airlines officially announced their plans to merge. The announcement, which came as no surprise, confirmed rumors that had been circulating for some time. The companies' announcement billed the transaction as "a merger of equals" rather than as a takeover of one airline by the other.

Jeff Smisek, the current CEO of Continental, will run the merged operation. Glenn Tilton, the current president and CEO of UAL Corp., United's parent, will serve as non-executive chairman of the new company's Board of Directors for a period of about two years.

The new mega-carrier, which will serve 370 destinations around the world, will carry the United name, but with aircraft dressed in Continental livery. The holding company for the operation will be called United Continental Holdings, Inc.

The corporate headquarters for the new company will be located in Chicago, but also will have offices in Houston, where Continental is presently headquartered. Houston also will be the new airline's largest hub.

Quoting from the press statement that announced the merger:

The combination of United and Continental brings together the two most complementary networks of any U.S. carriers, with minimal domestic and no international route overlaps. The combined company will offer enhanced service to Asia, Europe, Latin America, Africa and the Middle East from well-placed hubs on the East Coast, West Coast, and Southern and Midwestern regions of the United States. The combined company will have 10 hubs, including hubs in the four largest cities in the United States, and will provide enhanced service to underserved small- and medium-sized communities. The combined carrier will continue to serve all the communities each carrier currently serves. Together, Continental and United serve more than 144 million passengers per year as they fly to 370 destinations in 59 countries.

Employees will benefit from improved long-term career opportunities and enhanced job stability by being part of a larger, financially stronger and more geographically diverse carrier that is better able to compete successfully in the global marketplace. The companies believe the effect of the merger on front-line employees will be minimal, with reductions coming principally from retirements, attrition and voluntary programs. The company will provide employees with performance-based incentive compensation programs focused on achieving common goals. The combined company will be focused on creating cooperative labor relations, including negotiating contracts with collective bargaining units that are fair to the company and fair to the employee.

The carriers intend to close the deal by the end of this year, subject to approval by their respective shareholders and regulatory authorities.

For more information, visit http://www.unitedcontinentalmerger.com/

[Photo Source]

The crash of Continental Flight 1404: Part 2, Evacuation details

by B. N. Sullivan

This is the second in a two-part series about the post-crash conditions and evacuation of Continental Airlines Flight 1404, a Boeing 737-500 that crashed and burned following a runway excursion at Denver on December 20, 2008. Part 1, Post-crash conditions in the cabin, is here.

This narrative is based on summaries of interviews with individuals who were on board the accident aircraft, provided by the NTSB [link below]. Those individuals included two Continental Airlines pilots who were on board as passengers while dead-heading back to their base. In this narrative, the dead-heading captain is referred to as DHC, and the dead-heading first officer is referred to as DHFO. [Note: The NTSB has not released summaries of interviews with the flight attendants from CO Flt 1404.]

After the aircraft came to a stop in a ravine alongside runway 34R at Denver International Airport, both pilots on the flight deck were temporarily incapacitated by their injuries and shock. The flight attendants initiated an evacuation and hustled the passengers out of the burning plane, with the help of the dead-heading pilots.

This part of the story was told most compellingly and in great detail by the DHFO, who had been in seat 8D. He said an aft flight attendant tried to call the cockpit a couple of times but got no response. The flight attendants looked out the windows and made the decision to evacuate. They did not go out the right side of the aircraft because of the fire "and it was already melting."

The DHFO described panels falling and wires "coming from the ceiling." He used the words "panic and chaos" to describe the behavior of the passengers as they pushed and shoved toward the exits. He said because of the fire "it was the most extreme human behavior he had ever seen and frantic was not the word for it."

Quoting from the DHFO's interview summary:

He said the cabin was well illuminated because of the fire – the whole wing and wing root were on fire – which was most noticeable where he was sitting and over the wing exit. He said that forward of the bulkhead, he could see light coming into first class and also aft.

He unbuckled his seat belt, turned left and the male passenger sitting in the exit row had the door open “ASAP.” He knew what he was doing.

He said there was a tremendous confluence of passengers trying to exit through the over-wing exit. Five people were trying to get out for everyone one that got out. No one wanted to be second.

He could not say how extreme the panic was. He said that the windows were melting and popping. Passengers were screaming “we’re gonna burn” and “it’s gonna explode.”

He said lots of people were trying to get out at the same time. Passengers were climbing over seats. It seemed there were 30 people trying to get out of the hole at the same time.

He told people to calm down, the aircraft was not going to explode, get through and keep moving. He said there was too much panic and his instructions fell on deaf ears...

He looked forward and saw an empty airplane. He saw the first class flight attendant standing on one leg and [she] motioned for us to come forward. He said the aisles aft and forward were packed so he dove across seat tops and used the “army crawl.” He grabbed the last two ladies in the aisle and got them to the front to get out...

After helping the ladies evacuate, the DHFO re-entered the aircraft and saw that the two pilots were emerging from the flight deck, both obviously in pain. He helped them to exit through the L1 door, and then came back for the first class flight attendant to help her, since she had an injured ankle.

After helping the injured flight attendant off the plane, the DHFO returned inside one more time.

He saw the deadheading captain in the aisle and the male aft galley flight attendant. The plane started to fill with smoke.

They met in the middle over the wing and started looking for anyone else on the airplane because there were a lot of lap children on the flight. The male aft flight attendant said it was all clear in the back. The deadheading captain asked if he was sure, he said yes, and the captain told him to go back and check one more time.

By that time, the fire was coming up through the floor and they were concerned that the center fuel tank might blow. The DHC said in his interview that by the time they left the aircraft "the windows were starting to melt" and he feared there would soon be a breach. He "commanded that it was time to get off."

They left and got as far away from the aircraft as they could, stopping to again assist the injured forward flight attendant. In his interview, the DHFO told the NTSB:

[The first class flight attendant] was in a lot of pain and could not get up. He picked her up because the fire got bigger. He said the center tank gave way and a river of fuel ran north-south toward the nose and fire was coming behind it. It was starting to “really light off.” The entire cabin was on fire.

Later in the interview, the DHFO said that what stood out in his mind was the composure of the flight attendants. He said he was "humbled by what they did" to get everyone off the airplane. He said that the first class flight attendant was "stoic" -- despite being injured herself, she was very matter of fact and told passengers to drop everything and keep moving.

It was the same in the back, he said. The male aft flight attendant practically "walked through fire to save people" -- not literally, he clarified, but the fire was encroaching. He said the aft flight attendant "could have turned and run but he still searched every row and searched through pillows, blankets and luggage on the floor to make sure no one was there" disregarding his own safety.

He said "the flight attendants were real heroes."

Sounds to me like the flight attendants and the dead-heading pilots all were heroes. All of them deserve high praise for their exemplary performance during this emergency.

Here is the link to the NTSB Interview Summaries related to the crash of CO 1404 at Denver (91-page 'PDF' file).

Here is the link to the NTSB Docket listing all of the public documents related to this accident that have been released to date.

Here is a link to a collection of photos of Continental Flight 1404 wreckage, from TheDenverChannel.com web site.

[Photo Source]

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

The crash of Continental Flight 1404: Part 1, Post-crash conditions in the cabin

by B. N. Sullivan

On July 17, 2009 the U.S. National Transportation Safety Board (NTSB) made public a slew of documentation related to their investigation of the Continental Airlines Flight 1404 disaster at Denver International Airport (DEN) late last year. The investigation is still underway, and no conclusions regarding probable cause have yet been presented, but the newly released materials provide a lot of new information about the accident.

The accident happened on December 20, 2008 when the Boeing 737-500 aircraft (registration N18611) veered off the left side of runway 34R at DEN during its takeoff roll. The aircraft was destroyed by the runway excursion and post-crash fire. All on board survived, although 37 among the five crew and 110 passengers were hospitalized for injuries, some serious.

A number of news reports both inside and outside the aviation community have opined about the meaning embedded in the technical information newly released by the NTSB. I will leave it to the pilots and engineers who are qualified to do so to pore through and interpret the information that emerged from the Flight Data Recorder readouts and other systems information. I will leave it to the meteorologists to draw conclusions about the wintry weather and wind gusts on that evening. Otherwise, I will wait for the NTSB's final report to determine probable cause.

I would, however, like to bring forth what I think is important information arising from the NTSB's interviews of several individuals who were on the accident flight. That information has to do with the post-crash evacuation and related survivability issues. Curiously, this information has (so far) been overlooked in press reports about the newly released documents, but I judge it to be of great interest to the crew members who are the primary audience of Aircrew Buzz.

Among the documents related to the investigation of the Continental Flight 1404 accident, one of the lengthiest is a 91-page report summarizing the NTSB's interviews with 17 individuals [link below]. Among the interviewees were the two pilots who were operating the accident flight, and two other Continental pilots who were on board as passengers, dead-heading back to their base. Their statements give the clearest picture to date of the situation inside the aircraft immediately post-crash, and what happened during the subsequent evacuation.

From the interview summaries we learn that both pilots on the flight deck were injured, the captain seriously. We learn that both were stunned by the accident, and were unable to do anything operationally in the first couple of minutes after the aircraft came to a rest. Neither initiated the evacuation of the aircraft.

The captain was interviewed four days after the accident while still hospitalized with injuries that included spinal fractures. He stated that he "was either knocked out or dazed" immediately after the crash, and did not recall how he got out of the airplane.

Both pilots recalled that the flight deck was completely dark. The first officer said that he "could hear things going on in the cabin and he thought that he needed to make a PA" but he did not. His next thoughts, he said, were about getting himself and the captain out of the aircraft.

The first officer "confirmed that the cockpit door was closed for the entire evacuation" and that by the time he opened the door, everyone was off the aircraft except the dead-heading crew and a flight attendant.

Meanwhile, back in the passenger cabin, the damage inside the aircraft was considerable, and the situation was worsened by a fire that was quickly consuming the right side of the aircraft.

The dead-heading captain (DHC) was seated in 1B, right at the bulkhead in first class. As soon as the aircraft came to a stop, he unbuckled his seat belt and although injured, assisted with the evacuation that was already underway. He gave a description of the conditions inside the cabin.

The DHC said the panels in the middle of the row "had swung down and were still swinging." He tried to keep them out of the way as people went by because he knew "they would get hurt because they swung so fast." Although people were bumping him as they passed by in the aisle, he finally got the panels up and locked into place. He then went toward the back and got three more panels locked up.

Later in his interview the DHC clarified that the overhead panels in the center aisle had fallen.

He said they hinge on the aircraft right in the aisle and they were down and swinging back and forth. He pushed it back and that was how he got hit. He said he was 6’ 3” and was holding it back and people holding babies hit him a couple of times. He jumped on the other side and pushed the panel up, got hit by another passenger and fortunately locked it back in place. He said the panels did not malfunction but just came undone.

As the fire grew more intense, the DHC could see a breach in the cabin just aft of the exit row. He saw the emergency lights on but could not see past the breach because it was dark in the back. He saw flames from the first class windows to the over-wing exit. He said he did not feel any heat initially.

The DHC then looked toward the cockpit. He saw "the forward flight attendant was standing on one leg holding herself up. The cockpit door was closed."

After assisting with the evacuation of passengers, he and the dead-heading first officer (DHFO) went to the cockpit door and it opened. The captain "was out of his seat between the pedestal and cockpit door and was in excruciating pain." The DHC said he could see that "both pilots were very injured" and that "they looked dazed from the impact." The two dead-heading pilots got the flight deck crew out of the cockpit and helped them through the L1 door.

The fire was on the right side of the aircraft. All on board evacuated through the doors on the left side of the aircraft.

All slides deployed properly, however since the landing gear had been sheared off, the door sills were not very far above the ground level. In that position, the DHFO remarked, the slides were more like a “padded walkway” than slides.

The DHFO also commented that the gray-colored slides might have been easier to see if they were bright yellow or fluorescent orange. He also said "two exits are better than one and a bigger one is better than a smaller one."

Next: Part 2, Evacuation details

Here is the link to the NTSB Interview Summaries related to the crash of CO 1404 at Denver (91-page 'PDF' file).

Here is the link to the NTSB Docket listing all of the public documents related to this accident.

[Photo Source]

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

Kellner to leave Continental Airlines, Smisek to become Chairman/CEO

Continental Airlines announced in a press release earlier today that the company's chairman and chief executive officer, Larry Kellner, will step down at the end of this year. Jeff Smisek, currently Continental's president and chief operating officer, will succeed Kellner as chairman and CEO. Smisek will take over as Chairman and CEO on January 1, 2010.

Kellner has been with Continental since 1995, and has been CEO since December 2004. After leaving Continental, he will head Emerald Creek Group, LLC, a new private investment firm based in Houston.

Jeff Smisek Bio

Jeff Smisek is president and chief operating officer of Continental Airlines and a member of the Board of Directors. He is responsible for airline operations, including flight operations, inflight, airports, catering, cargo, maintenance and technical operations, and also human resources and labor relations, global real estate, security and environmental affairs, corporate communications, federal affairs, and international, state and local affairs. Over the course of his tenure at Continental, he has also overseen sales and marketing, technology and legal affairs.

Smisek joined the airline in March 1995 as senior vice president and general counsel, and has since held positions of increasing responsibility. He became president in December 2004 and president and chief operating officer in September 2008. Prior to joining Continental, Smisek was a partner at Vinson & Elkins LLP, where he specialized in corporate finance and securities law.

Smisek graduated from Princeton University, A.B. summa cum laude in economics, in 1976, and Harvard Law School, J.D. magna cum laude, in 1982. He also serves on the board of directors of National Oilwell Varco, Inc. Smisek and his wife reside in Houston and are long-time supporters of numerous charitable and civic organizations.

Continental Airlines pilot who died during international flight is identified

A Continental Airlines captain died today during a flight from Brussels to Newark. Capt. Craig Alan Lenell, 60, was in command of Continental Flight 61, a Boeing 777, when he passed away about halfway through the trans-Atlantic crossing. The two other pilots on board completed the flight, landing safely at Newark.

Capt. Lenell's wife, Lynda, told Houston TV station KHOU that the first officer on Flight 61 "thought her husband had fallen asleep during the flight, but they couldn’t wake him up. That’s when they realized something was wrong and called for a doctor."

A cardiologist who was a passenger on the flight responded to a call for assistance by the crew. The cardiologist, identified in several news reports as Dr. Julien Struyven of Belgium, reportedly used a defibrillator to try to resuscitate Capt. Lenell, but was unsuccessful.

Mrs. Lenell said that her husband "was in perfect health" and had no known heart condition. His most recent physical exam had been in March of this year.

Capt. Lenell, who was based in Newark, had worked for Continental Airlines for 32 years. He was a former Air Force pilot who had served in Vietnam. He lived with his wife in Flynn, TX. They had been married since 1973, and had several children and grandchildren.

"Flying was his life," Mrs. Lenell said. "He died doing what made him happiest."

Sincere condolences to Capt. Lenell's family, flying partners and friends.

Continental Flight 1404 Accident at Denver: NTSB Factual Update

The U.S. National Transportation Safety Board (NTSB) has just issued a factual update on the runway excursion and crash of Continental Airlines Flight 1404 at Denver International Airport last month. Readers will recall that the aircraft, a Boeing 737-500 (registration N18611), departed the left side of runway 34R during its take-off roll, ultimately crashing into a ravine and catching fire. There were no fatalities, although 38 of those on board were injured. The entire right side of the aircraft was severely damaged by fire.

The accident happened on Dec. 20, 2008 at 6:18PM local time. The aircraft had been departing Denver for George Bush Intercontinental Airport, Houston, Texas.

The NTSB Update issued today presents factual information about the accident gathered thus far. Here are the highlights:

Runway

Inspection of the runway following the accident revealed that it was bare and dry and free of debris. The first tire marks were found about 1,900 feet from the runway threshold.

The aircraft exited the runway at about 2,650 feet from the runway threshold, continued across a snow-covered grassy drainage basin area, and crossed a taxiway and a service road before coming to rest about 2,300 feet from the point at which it departed the runway.

On the night of the accident, the majority of air traffic was arriving at the airport from the south and departing from the airport to the north.

Weather

Both pilots were aware of the crosswind conditions, having been advised by Air Traffic Control (ATC) that winds were 270 degrees at 27 knots just prior to takeoff.

The weather observation (METAR) in effect for Denver International Airport nearest the time of the accident was reported to be winds at 290 degrees and 24 knots with gusts to 32 knots, visibility of 10 miles, a few clouds at 4000 feet and scattered clouds at 10,000 feet. The temperature was reported as -4 degrees Celsius.

Wind data has been obtained from the airport's low-level wind shear alert system (LLWAS), consisting of 32 sensors located around the field, which record wind speed and direction every 10 seconds. This information will be used to determine a better estimate of the actual crosswind component at the time of the accident.

Crew Interviews

Both members of the flight crew have been interviewed.

The accident flight was their first flight on the fourth day of a four-day trip.

The Captain, the pilot flying, had accumulated a total of about 13,000 hours, with about 5,000 in the 737. The First Officer had flown about 7,500 hours in his career with about 1,500 hours in the 737; he was the pilot monitoring.

Both pilots remarked that all appeared normal until the aircraft began to deviate from the runway centerline. The Captain noted that the airplane suddenly diverged to the left, and attempts to correct the deviation with the rudder were unsuccessful. He stated that he briefly attempted to return the aircraft to the centerline by using the tiller to manipulate the steering of the nose gear but was unable to keep the aircraft on the runway.

Two Continental pilots who had flown the aircraft into Denver on the previous flight were passengers on the accident flight. Neither of the pilots was aware of any anomalies on the inbound flight and reported that all the aircraft's systems had operated normally.

Data Recorders

Bumping and rattling sounds audible on the Cockpit Voice Recorder (CVR) have been time-correlated with the Flight Data Recorder (FDR) and were found to have occurred as the airplane exited the runway and travelled through the grassy areas adjacent to the runway.

The aircraft reached a maximum speed of 119 knots, and it was traveling at 89 knots when the CVR and FDR stopped recording.

The airplane's Quick Access Recorder (QAR) and other electronics were retrieved and sent to the NTSB laboratory in Washington. The QAR, which records aircraft data, often has more parameters or information of higher fidelity than the Flight Data Recorder (FDR). Additional items, such as flight control and nosewheel steering actuators, were also removed from the airplane for testing and evaluation.

Physical inspection of the engines and information from the FDR has not indicated any evidence of pre-impact malfunctions with either engine. The FDR data shows that number one engine power was reduced before that of the number two engine during the accident sequence, and examination of the engine indicates that this reduction is consistent with snow and earth ingestion as the airplane departed the runway.

The FDR data also shows that both engines were commanded into reverse thrust following rejection of the takeoff by the flight crew, which occurred after the aircraft had already left the runway.

Landing Gear and Controls

A preliminary examination of the rudder system revealed no abnormalities or malfunctions.

The main landing gear and brakes, which had separated from the aircraft during the accident sequence, were found in good condition by visual examination. There were no signs of hydraulic leaking or flat spots on the tires.

The flight deck controls and corresponding control surfaces were found to be in the takeoff configuration.

Aircraft Cabin

There was no obvious damage to the passenger seats, which were found secured on their tracks. The safety belts all appeared intact although some showed evidence of fire damage.

Some components of the crew seats and restraint systems have been removed for further examination.

Evacuation Details

The three flight attendants indicated that there were no problems with the escape slides and that the emergency exit lights were brightly illuminated.

All occupants exited the airplane via the left side doors and overwing exits. The
flight attendants reported that the passenger who opened the overwing exit did so very quickly and easily. After a bottleneck of people developed by the left overwing exit, a Continental Airlines pilot, who was a passenger on the flight, directed passengers out via the doors.

The aircraft wreckage has been moved from the accident site to a secure area on the ramp, where the NTSB is continuing its examination.

RELATED:

• Continental Airlines Boeing 737 accident at Denver - Aircrew Buzz, Dec. 20, 2008
• Update on the Continental Flight 1404 accident at Denver - Aircrew Buzz, Dec. 22, 2008
• Continental Flight 1404: Part 1, Post-crash conditions in the cabin - Aircrew Buzz, Jul. 21, 2009
• Continental Flight 1404: Part 2, Evacuation details - Aircrew Buzz, Jul. 21, 2009

...or click here to view all posts about Continental Flt 1404 on Aircrew Buzz.

Continental Airlines Pilots Press for New Contract

Pilots at Continental Airlines are pressing for a renewed focus on negotiations for a new contract. According to the Air Line Pilots Association (ALPA), the union representing approximately 5,000 pilots at Continental, their current contract became amendable on Dec. 31, 2008. While negotiations for a new contract were begun back in July 2007, the parties have completed tentative agreements for eight sections of the contract to date. ALPA says that dozens more items remain untouched, including prime issues such as pay, work rules, benefits and retirement.

In a New Year's Eve news release, Capt. Jay Pierce, leader of the Continental pilots' unit of ALPA, said, "Our pilots have been working long enough under the concessions of our current contract -- over $200M in concessions each year since it was signed in 2005. The givebacks that were designed to help keep Continental out of bankruptcy were a 'loan' to secure our futures -- that loan was due Dec. 31, 2008 and now it is past due. We're calling for an earnest effort by management to negotiate a new contract."

Although much of 2008 was a tough year for airlines, the industry is now seeing record low fuel prices and increased revenue through added fees and more profitable routes. Continental is poised for a turnaround in 2009. Says Capt. Pierce, "Just as we were a partner in sharing the pain needed to prevent bankruptcy, we should be a full partner in the plans for the future. What the pilots are owed is more than relief from concessions. We need relief from the fatigue and stress of flying more hours, strengthened quality of life through our work rules, strengthened retirement and benefits that are there for us when we need them and more robust job security protections as Continental changes its alliance structure."

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 DenverChannel.com 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.

Continental Airlines Boeing 737 accident at Denver

Earlier 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.

Updates:

• Update on the Continental Flight 1404 accident at Denver - Aircrew Buzz, Dec. 22, 2008
• Continental Flight 1404 Accident at Denver: NTSB Factual Update - Aircrew Buzz, Jan. 7, 2009
• Continental Flight 1404: Part 1, Post-crash conditions in the cabin - Aircrew Buzz, Jul. 21, 2009
• Continental Flight 1404: Part 2, Evacuation details - Aircrew Buzz, Jul. 21, 2009

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

Continental Airlines to furlough pilots in September

The bad news: Continental Airlines will begin to furlough pilots as of September 9, 2008. The good news: Fewer than 200 pilots will be laid off. In fact, although the airline reportedly sent furlough warning notices to about 500 pilots, word is that the number of expected pilot furloughs now is estimated to be between 140 and 180.

In early June, Continental Airlines announced its capacity reduction plans. Those plans included the elimination of 67 mainline aircraft, and about 3,000 jobs "through voluntary and involuntary separations." The Air Line Pilots Association (ALPA), the union representing some 5,000 pilots at Continental Airlines, has been working with the carrier to reduce the number of pilot furloughs.

A Bloomberg news article about the Continental pilot furloughs quoted an ALPA spokeswoman who said, "We're still in the process of determining the final impact of an incentive program for pilots to leave voluntarily. The union is doing everything it can to work with the company through Sept. 9 to reduce any need for furloughs."

UPDATE Sep. 9, 2008: The Continental Airlines Master Executive Council of the Air Line Pilots Association (ALPA) announced that furloughs are beginning for 148 Continental pilots today.

Captain Jay Pierce, chairman of the pilots’ union, said, “The pieces really came together for this effort. We were able to propose some very unique and forward thinking ideas to management that started the ball rolling. In a cooperative process, the union and Continental were able to reach agreement on ways to achieve reductions voluntarily rather than by the traditional cuts through furloughs. And of course, our pilots who chose to participate in the programs were the third key component. Putting it all together, I think it had benefit for Continental, but of greater concern, this helped our pilots and their families.”

Captain Pierce continued, saying “However, we firmly believe that furloughing 148 pilots, a relatively small number given the 500 pilots who were initially sent furlough notices, does not accomplish the strategic savings a typical furlough would net. It is our belief that the best interests of Continental would be better served by preserving these jobs in order to have the ability to rapidly respond to an ever changing industry.”

The agreement, designed to reduce or eliminate furloughs, included retirement incentives, leaves of absence and reductions in the number of hours flown. The majority of jobs were saved from pilots leaving due to retirement incentives, followed by an overall system-wide reduction in the average number of hours each pilot flies, pilots taking leaves of absence and last, a program where pilots could decide to voluntarily reduce their flying time.

Cabin pressure loss on Continental Boeing 737, with 7 Congressmen aboard

On Tuesday, July 22, 2008, a Continental Airlines Boeing 737-700 aircraft experienced a loss of cabin pressure while en route from Houston to Washington, DC. The aircraft diverted to New Orleans. No one was injured.

Among the passengers on board Continental Flight COA458 were seven Congressmen from Texas, including Rep. Ron Paul (pictured at right), formerly a candidate for the U.S. Presidency. The other Congressmen on the flight were Reps. John Carter, Henry Cuellar, Nick Lampson, Solomon P. Ortiz, Ted Poe, and Ciro Rodriguez.

The aircraft had departed from Houston's Bush Intercontinental Airport and was en route to Reagan National Airport in Washington, DC. when the incident occurred. According to various news reports, the aircraft cabin lost pressure, and oxygen masks deployed in the passenger cabin. The aircraft made an emergency descent and diverted to Louis Armstrong New Orleans International Airport, where it landed safely.

Rep. Lampson released a statement in which he said, "Continental Airline’s personnel and staff were exceptional, executing what seemed to me a textbook performance in emergency procedures. I was very impressed with the level of professionalism and care the crew exercised in mitigating this situation and ensuring the safety of all the passengers."

There is a strange footnote to this tale. The seven lawmakers were returning to Washington to cast their votes on an aviation safety bill. H.R. 6493: Aviation Safety Enhancement Act of 2008, was passed by the House of Representatives yesterday, by a vote of 392-0, with 42 not voting.

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Continental Airlines flight attendants injured in turbulence

On the afternoon of Monday, June 30, 2008, three Continental Airlines flight attendants were injured during the cruise phase of a flight between Houston and Fort Lauderdale. The incident happened when Continental Flight COA1448, a Boeing 737-300 aircraft, encountered turbulence at 31,000 ft above the Gulf of Mexico.

The Sun-Sentinel identified the injured flight attendants as Newark-based crew, and reported that their injuries happened when they either fell or hit their heads. News reports, quoting Broward Sheriff Fire Rescue spokesman Mike Jachles, said that the injured flight attendants were first treated at the gate area after landing, and then taken to Broward General Medical Center for treatment of non-life threatening injuries. No passengers were injured in the incident.

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Continental Airlines to retire aircraft and eliminate thousands of jobs

This month is beginning to remind me of a period earlier this spring, when it seemed that almost every day brought news of another air carrier going out of business. This month the recurrent theme among major carriers is capacity reduction, a process that entails retiring aircraft, trimming flight schedules, and cutting jobs.

Just yesterday I wrote about the United Airlines capacity reduction plan, and American Airlines made a similar announcement late last month. Today it is Continental Airlines that is making this kind of news.

In an Employee Bulletin issued earlier today, Continental announced that, starting in September, "Continental will reduce its flights, with fourth quarter domestic mainline departures to be down 16 percent year-over-year. This will result in a reduction of domestic mainline capacity (available seat miles, or ASMs) by 11 percent in the fourth quarter, compared to the same period last year."

Then came the news dreaded by airline employees:

As a result of the capacity reductions, Continental will need fewer co-workers worldwide to support the reduced flight schedule. About 3,000 positions, including management positions, will be eliminated through voluntary and involuntary separations, with the majority expected to be through voluntary programs.

The company will offer voluntary programs in an effort to reduce the number of co-workers who will be furloughed or involuntarily terminated due to the capacity cuts. Details of these programs will be available next week.

The reductions will take effect after the peak summer season, except for management and clerical reductions, which will begin sooner.

To their credit, Continental's two top executives, CEO Larry Kellner and President Jeff Smisek, announced that they will decline their salaries for the remainder of the year and "have declined any payment under the annual incentive program for 2008." While unusual in the airline industry today, this gesture, though welcome, will do little to ease the pain for the thousands of front line workers facing unemployment in the near future.

Like American Airlines and United Airlines before it, Continental announced plans to retire a number of aircraft, removing the least efficient types from its all-Boeing fleet, namely all of its B737-300 aircraft and over 60% of its B737-500 types. Quoting again from the Employee Bulletin:

In the first six months of 2008, Continental removed six older aircraft from service. Continental will retire an additional 67 Boeing 737-300 and 737-500 aircraft, with 37 of these additional retirements occurring in 2008 and 30 in 2009. Given the need for prompt capacity reductions in today's environment, 27 of the 67 aircraft will be removed in September. By the end of 2009, all 737-300 aircraft will be retired from Continental's fleet.

The announcement added that the airline will continue to take delivery of new, fuel-efficient NextGen Boeing 737-800s and 737-900ERs. Continental took delivery of its first Boeing 737-900ER in January of this year.

Click here to read the full text of the Continental Airlines announcement, including the text of the Employee Bulletin, with tables summarizing the planned network and fleet changes.

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Continental Airlines Boeing 737 has a 'close encounter' with -- a rocket?

Various news media are reporting on an incident in which the crew of a Continental Airlines Boeing 737 aircraft saw what appeared to be a rocket (or similar projectile) pass them shortly after departure from Houston's George Bush Intercontinental Airport. This may have been something serious, may have been a prank, or it may come to nothing much, but it certainly is interesting. The FAA and the FBI's Joint Terrorism Task Force think it's interesting, too: They are investigating the incident.

Here is a summary of what has been reported by the news media. On Monday, May 26, 2008, the crew of a Continental Airlines B737-800, operating as Flight COA1544 from Houston to Cleveland-Hopkins International Airport, reported to air traffic control that they saw an object with a flaming tail and a trail of smoke flying vertically near their aircraft. The Houston Chronicle, which had the most detailed article about the 'rocket incident', quoted an FAA official who said it was not yet known how close the object came to the aircraft, or what altitude it reached.

"We don't know for sure what the object was. But we think it might be somebody doing model rocketing," said Roland Herwig, an FAA spokesman. "The pilot saw the rocket and some people saw the rocket's trail (of smoke)."

A spokeswoman for Continental Airlines told the Houston Chronicle reporter that the crew made "no diversionary maneuvers," and added that the plane was not damaged, and nobody was injured.

The working assumption seems to be that the object was a model rocket. The Houston Chronicle quoted an FAA spokeswoman in Washington D.C. who said this would not be the first time a rocket had crossed paths with an airliner. "But so far, no plane has been hit by a launched model rocket." Yeah, so far, so good.

You're going to love this part, also from the Houston Chronicle article:

Robert Morehead, an engineer who is president of the Amateur Spaceflight Association in Houston, said the FAA would only need to be notified if a rocket would be entering controlled airspace.

He said the only danger to a plane might be if the rocket is ingested by a plane's engine.

"But their engines are designed to ingest birds and not come apart," said Morehead, who lives in Clear Lake. "The real question is if the rocket would tear up the engine instead of just shutting it off."

I beg your pardon?

At first this incident reminded me a bit of the another mystery last year, when a LAN Chile A340 en route from Santiago, Chile to Auckland, New Zealand had a close encounter somewhere over the Pacific Ocean with a fiery object falling from the sky above. In that case, what at first was believed to be debris from a Russian spacecraft was later thought to be a meteor. But it seems to me that there's a bit of a difference between a random fiery object falling from the sky, and one that intentionally shoots up from the ground into commercial airspace.

If any conclusions about this latest incident are reached and made public, I will certainly report those here on Aircrew Buzz.

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Union allocates multi-million dollar 'war chest' to pilots at Continental and United Airlines

This week, the Executive Board of the Air Line Pilots Association (ALPA), the largest pilots' union in North America, passed a resolution authorizing the allocation of $5 million each to the ALPA units at United Airlines and Continental Airlines as a 'war chest' to help them respond to "the increasing assaults on their rightful role in helping to shape events that affect their careers and their airlines." The authorization was announced by ALPA’s president, Capt. John Prater, in a news release issued on May 8, 2008.

Capt. Prater explained that the intention of the move by the ALPA Executive Board is to put "massive resources in the hands of our union leaders when they need such support."

The money will come from ALPA's Major Contingency Fund (MCF), an $80 million cash reserve designated to provide pilot groups the resources they need to respond to "extraordinary threats to the profession and to their careers." ALPA's news release included statements by the chairmen of the ALPA Master Executive Council (MEC) at each of the two airlines.

Capt. Jay Pierce, chairman of the Continental MEC, said, "Access to the monies from the ALPA Major Contingency Fund will provide us with the additional resources needed to secure an improved contract for our pilots. As we enter contract negotiations under the Railway Labor Act, we will be well positioned to battle for the advancements we're seeking through increased compensation, strengthened work rules, and other long-needed improvements. The Continental pilots have given more than $200 million in concessions each year since April 2005 to help secure the future of Continental. It's time that we have security for our own futures."

United MEC chairman, Capt. Steve Wallach, noted, "The United pilots were the first major contributors to the Major Contingency Fund in 1985. This is the first time we have tapped into the fund, and we recognize the foresight of the pilots who realized the need for an MCF in battles that benefit the entire industry. United pilots have always taken the lead to ensure the long-term viability and survival of our airline, and the use of the MCF is another step in that direction."

Capt. Prater said the message to the airline industry is, "Managements that include pilots in their business planning, whether they choose a stand-alone path or decide to merge, can succeed. Those who try to exclude us will fail. We are airline pilots who are determined and committed to restoring our contracts as the foundation of our profession."

The money in the 'war chests' is to be used for "strategic preparedness, communications, and family awareness efforts" by the two ALPA units.

Continental-United merger plan scrapped

It looks like the anticipated announcement of a merger between Continental Airlines and United Airlines is not going to happen. A press release issued today by Continental included the text of a "message to its more than 45,000 employees from Larry Kellner, Chairman and Chief Executive Officer, and Jeff Smisek, President." That message begins:

We want you to know that our Board of Directors met today and has unanimously supported management’s recommendation that, in the current industry environment, the best course for Continental is to not merge with another airline at this time.

The message goes on to explain that "the risks of a merger at this time outweigh the potential rewards, as compared to Continental's prospects on a standalone basis."

The message also hinted that Continental may leave the SkyTeam alliance, stating that "alternatives to SkyTeam" are being evaluated.

United Airlines has not yet released a public statement about the Continental announcement. United CEO Glen Tilton has been saying for years that the airline industry needs to be consolidated, and that airline mergers are inevitable. It remains to be seen whether United will now turn to a different merger partner. A number of news reports have mentioned that United was talking with US Airways as well as Continental.

Something tells me that today's announcement is not the end of the story.