Republic Airways to eliminate 500 jobs

Republic Airways Holdings -- the parent company of regional air carriers Chautauqua Airlines, Republic Airlines and Shuttle America -- announced late last week that it will reduce its work force by 10%, or about 500 employees. According to Republic Airways, the company currently employs approximately 5,000 people. The staff reductions will be implemented over the next several months.

“These reductions reflect our response to the actions our network partners are taking to reduce the size of their domestic hub operations in light of sustained, high fuel prices. The combined impacts of fewer aircraft flying and lower utilization rates on our smaller jet aircraft are leaving us with no choice but to adjust our business to current market conditions,” said Bryan Bedford, Chairman, president and CEO of Republic Airways. “We regret having to make this difficult decision and we will continue working hard to grow our business with larger capacity aircraft and get our people back to work as soon as possible.”

Republic's 227 regional jets operate under contract as American Connection, Continental Express, Delta Connection, United Express and US Airways Express flights. Earlier this month, United Airlines notified Republic that it plans to terminate its contract with Chautauqua at the end of next year. United also has a contract with Shuttle America.

NTSB: Shuttle America ERJ-170 accident in 2007 caused by pilot error

Yesterday, the U.S. National Transportation Safety Board (NTSB) announced its findings regarding a runway overrun accident in 2007 at Cleveland involving an Embraer ERJ-170 aircraft operated by Shuttle America. The NTSB has determined that the probable cause for the accident was "the failure of the flight crew to execute a missed approach when visual cues for the runway were not distinct and identifiable."

The accident happened at Cleveland Hopkins International Airport (CLE) on February 18, 2007. The accident aircraft, operating as Delta Connection Flight 6448, had arrived at CLE from Atlanta, landing on runway 28 during snow conditions. It overran the end of the runway, contacted an instrument landing system (ILS) antenna, and struck an airport perimeter fence, according to the NTSB report. The airplane's nose gear collapsed during the overrun. There were 71 passengers and four crew members on board. Three passengers received minor injuries.

Here is a summary of the findings regarding contributing factors, based on the NTSB report:

The Board found that contributing to the accident was the crew's decision to descend to the ILS decision height instead of the localizer (glideslope out) minimum descent altitude. Because the flight crew members were advised that the glideslope was unusable, they should not have executed the approach to ILS minimums; instead, they should have set up, briefed, and accomplished the approach to localizer (glideslope out) minimums.

Also contributing to the accident was the first officer's long landing on a short contaminated runway and the crew's failure to use reverse thrust and braking to their maximum effectiveness. When the first officer lost sight of the runway just before landing, he should have abandoned the landing attempt and immediately executed a missed approach. Furthermore, the report states that had the flight crew used the reverse thrust and braking to their maximum effectiveness the airplane would likely have stopped before the end of the runway.

The Board concluded that specific training for pilots in applying maximum braking and maximum reverse thrust on contaminated runways until a safe stop is ensured would reinforce the skills needed to successfully accomplish such landings.

In its final report on its investigation, the Safety Board noted that the captain's fatigue, which affected his ability to effectively plan for and monitor the approach and landing, contributed to the accident. By not advising Shuttle America of this fatigue or removing himself from duty, the captain placed himself, his crew, and his passengers in a dangerous situation that could have been avoided, the Board said.

Another contributing factor to the accident was Shuttle America's failure to administer an attendance policy that permitted flight crew members to call in as fatigued without fear of reprisals. The policy had limited effectiveness because the specific details of the policy were not documented in writing and were not clearly communicated to pilots, especially the administrative implications or consequences of calling in as fatigued.

The NTSB has made several recommendations to the Federal Aviation Administration (FAA) as a result of this investigation. Those recommendations have to do with flight training for rejected landings in deteriorating weather conditions and for maximum performance landings on contaminated runways; standard operating procedures for the go-around callout; and pilot fatigue policies.

A press release that announced the accident investigation report quoted NTSB Chairman Mark V. Rosenker who said, "Professional pilots have the daunting task of operating these passenger aircraft on a daily basis under a variety of weather conditions. Their decision making process and training must be comprehensive enough to take all conditions into account."

For more detailed information about the accident investigation and the resulting safety recommendations, see the synopsis of the accident investigation report on the NTSB website. The entire report will be made available within the next few weeks.

Preliminary report: Shuttle America ERJ-170 runway overrun at Cleveland

The National Transportation Safety Board (NTSB) has published a preliminary report about a runway overrun by an ERJ-170 at Cleveland last month. The accident happened on the afternoon of February 18, 2007 at Cleveland Hopkins International Airport (CLE). The aircraft was operated by Shuttle America, a unit of Republic Airways, as a Delta Connection flight.

After landing, the aircraft overran the end of runway 28 by 150 feet, hitting a localizer antenna and a fence before it came to rest. The flight, which had originated in Atlanta, had a crew of four and 70 passengers aboard. No one was injured.

The NTSB report says that instrument meteorological conditions prevailed and the flight was operating on an instrument flight plan. The glideslope for the ILS runway 28 approach was unusable at the time of the accident due to the snow. The crew stated they were made aware of this by air traffic control when they were cleared for the approach to runway 28.

Here is how the accident developed:

The first officer was flying the airplane at the time of the accident. The captain reported they were cleared for the ILS runway 24R approach. He stated that approximately 10 minutes prior to landing, air traffic control changed the landing runway to runway 28.

The captain stated they were informed that the runway visual range (RVR) was 6,000 feet and that the braking action was fair. He reported that after passing the final approach fix, they were informed that the RVR had decreased to 2,000 feet.

The captain stated he had the approach lights in sight and at 50 feet above the ground, he had the runway in sight. He stated the first officer then turned off the autopilot to land.

The captain stated that at 30 feet above the ground he momentarily lost sight of the runway. He stated he then regained sight of the runway and the airplane was landed. He stated they encountered strong gusty winds during the landing flare and after touchdown they could barely see the runway lights and taxiway turn-offs.

The captain reported that despite the use of full reverse and braking, the airplane did not seem to slow down. The airplane traveled off the runway and into the snow covered grass where the nose gear collapsed and the airplane came to rest.

The crew and passengers deplaned using a ladder with assistance from the fire department. [NTSB Report: CHI07MA072]

The NTSB report also notes that there was heavy snow, with visibility of less than a quarter mile at CLE at the time of the accident.

An  article about the accident, published on the CBS News website, quoted a Delta Air Lines spokeswoman who said that the aircraft's engines "were partially buried in snow and the tip of the plane's nose was resting on a roadway the airport uses to get to perimeter buildings."