Tentative contract agreement for Air Transport International flight crews

by B. N. Sullivan

The pilots and flight engineers at Air Transport International (ATI) have reached a tentative contract agreement (TA) with the carrier's management.  The TA was reached after six years of contract negotiations, and is the first contract for ATI crew since they joined the Air line Pilots Association (ALPA) in 2009.  ALPA negotiators and ATI management had been meeting under the supervision of the National Mediation Board.

According to ALPA, the proposed four-year agreement "would include pay increases as well as improved work rules and quality-of-life enhancements for cockpit crewmembers."

A ratification vote will be held after details of the agreement are presented to the membership in a series of road shows at ATI crew hub and training centers. The road shows will begin in January, 2011.

“We will be pleased to present to our crewmembers an agreement that satisfies their needs,” said Capt. Tom Rogers, chairman of the ATI unit of ALPA. “What brought these negotiations to where they are today is the fact that ATI crewmembers take great pride in the service they provide to the Company and that they are dedicated to seeing ATI prosper. It’s been a long road, and I believe that our determination has finally paid off.”

Ilyushin IL-76 freighter crash at Karachi

by B. N. Sullivan

An Ilyushin IL-76 freighter has crashed shortly after takeoff from Karachi, Pakistan.   The aircraft, operating as Sun Way  flight MGC-4412, had just departed Karachi, bound for Khartoum, Sudan.  It crashed into a residential area and burned. Local authorities say that there were no survivors among the eight crew members on board.  Fatalities and injuries on the ground also have been reported, although the number of casualties has not been determined.

The accident happened just before 02:00 AM local time, on November 28, 2010.  Eyewitness reports suggest an engine may have been on fire prior to the crash, and that the aircraft may have been attempting to return to the airport.   The engine fire has not been confirmed by official sources.

Geo News reports that the accident site is "near Dalmia area in Gulistan-e-Johar locality."  News media say that the aircraft crashed into a building that was under construction, near residential apartments housing Pakistani Navy officers.  The crash sparked what has been described as a massive blaze.

A dramatic photo of the crash site has been posted to the MSNBC.com Photo Blog.  Geo TV aired live streaming video of the burning accident site, some of which was also broadcast by CNN.  RTVCHD posted this video on YouTube:



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

Strike ballot scheduled for Evergreen International Airlines crews

by B. N. Sullivan

Frustrated after six years of contract negotiations, the pilots and flight engineers at Evergreen International Airlines (EIA) have scheduled a strike authorization ballot, to begin on December 1, 2010.  Their union, the Air line Pilots Association (ALPA), says that they are conducting a strike ballot of the membership "to be prepared for all possible contingencies should negotiations fail."

This past April, ALPA reached a tentative contract agreement (TA) with management, but it was voted down by the crews in August.  At that time, ALPA reported that 92% of eligible Evergreen crew members participated in the ratification balloting, and 96% of those voted against accepting the TA.

According to ALPA, Evergreen crew members overwhelmingly turned down the TA in August because it fell substantially short of their goals.

The failed agreement was largely a renewal of the current collective bargaining agreement, which has been in place since 1999.  The crew members concluded that the tentative agreement was not acceptable after more than 10 years without improvements in some areas of working conditions, six years without a pay raise, and no per diem increase since the late ’90s.  After months of waiting to come back to the negotiating table since the crew members voted down a tentative agreement in August, the MEC is taking the necessary measures to secure a fair contract, including sending the ballot to authorize a strike.  The strike ballot will open on December 1 and close January 7.  If it passes, it would authorize the EIA MEC to declare a strike once the pilot group is given permission to do so by the National Mediation Board (NMB).

William Fink, MEC chairman of the Evergreen ALPA unit, said, “We certainly want a contract, not a strike.  That has been our goal since day one more than six years ago — but the new agreement must provide our members with industry-standard wages, work rules, and benefits.  We deserve no less.  This strike authorization vote will give us the means to take all legal actions to attain the goal of a fair contract.”

The union can ask the U.S. National Mediation Board (NMB) for arbitration at any time.  If the NMB issues a proffer of arbitration, either party can reject it.  Should that happen, a 30-day cooling-off period would begin, after which the Evergreen crews would be legally free to call the first-ever pilot strike against the carrier.

Fatal L-100 Hercules cargo plane crash in Afghanistan

by B. N. Sullivan

An L-100 Hercules cargo aircraft has crashed in the mountains of Afghanistan near Kabul, killing all on board. The aircraft, owned by Transafrik International and operating as a charter for National Air Cargo as Flight MUA-662, was en route from Bagram Air Base (BPM) to Kabul (KBL) at the time of the accident.  The accident occurred on October 12, 2010 at about 19:30 local time.

News reports about the accident vary as to whether there were seven, eight or nine people on board.  In any case, all on board are reported to have perished in the accident.

Few details are available, but Afghan news website Pajhwok.com quoted an eyewitness who said the plane "burst into flames after crashing into mountains in the Mahipar pass."  The Mahipar pass is situated along the highway between Kabul and Jalalabad.

An AFP article about the accident quoted a police official from the area near the accident site who said the fire was still burning two hours after the crash.

The Lockheed L-100 is the civilian equivalent of the military C-130.

Evergreen International fined $4.855 million by FAA over pilot training

by B. N. Sullivan

Evergreen International Airlines faces a $4.855 fine, proposed by the U.S. Federal Aviation Administration (FAA)  "for allegedly using pilots on 232 revenue flights who had not bee trained in accordance with an FAA-approved training program."

In 2009, Evergreen aircraft were equipped with a new Flight Management System (FMS).  The FAA says the new FMS was different enough from the prior system that it required pilots to be specifically trained on it.  According to the FAA, Evergreen "did not complete its FAA-approved training for pilots before assigning them to fly revenue trips using the new FMS."

In a press release announcing the proposed civil penalty, the FAA explains:

The FAA alleges Evergreen line pilots received ground training and a check ride on the new FMS, but that the company did not provide required familiarization flights supervised by the company’s check pilots despite being told to do so by the FAA.  The familiarization flights are part of the FAA-approved training program for Evergreen aircraft equipped with the FMS.  Evergreen also failed to distribute copies of the required system manual to crews who would be using the FMS.

Subsequent to these improperly conducted flights, Evergreen has ensured that its pilots are trained in accordance with its FAA-approved training program and continues to operate under an FAA-approved training program.

The flights in question took place between February 19, 2009 and July 9, 2009.

FAA Administrator Randy Babbitt said, “Even though Evergreen now complies with its training program, this penalty is appropriate because requiring operators to complete required, approved training is the only way to make sure crews are fully qualified to operate the equipment and systems to manage flights safely.”

Evergreen has 30 days to respond to the FAA regarding the allegations.

Update on the UPS Boeing 747 freighter crash in Dubai

by B. N. Sullivan

The General Civil Aviation Authority (GCAA) of the United Arab Emirates has provided some preliminary details about its investigation of the crash of a UPS Boeing 747-400 freighter in Dubai earlier this month.  The accident occurred on September 3, 2010.  Both pilots perished in the accident.

In a news release dated September 5, 2010, the GCAA gave this account of the accident:

The UPS6 B744 had departed from Dubai International Airport at 14:53 UTC (6:53pm local time) headed to Koln-Bonn (Cologne) - Germany.  At 15:15 UTC (7:15pm local time) information was received from Bahrain that the aircraft was returning to Dubai Airport with a smoke in the cockpit, unable to maintain altitude and requested the airport for landing.

The UAE ATC Centre issued a clearance when aircraft was approximately 40 kilometer from touchdown.  The aircraft was high on the approach and was at 8500ft at 24 kilometer from touchdown.  It passed the overhead the airfield very high and made a right turn. Position reports were passed the tower as well as advising that all runways were available for the aircraft to land on. The aircraft tracked south west and rapidly lost altitude.  At approximately 15:42 UTC (7:42pm local time), radar contact was lost.  The B744 crashed in in an unpopulated area between the Emirates Road and Al Ain Highway after 50 minutes from departure and after returning back from Bahrain FIR (Flight Information Region).

The GCAA responded by launching an immediate investigation team who are currently on site collecting evidence, analyzing the initial onsite evidence, coordinating with all of the emergency services to secure the accident site, liaising with the aircraft manufacturer technical specialists and international accident investigation bodies who have invited to assist the GCAA onsite in the UAE under the provisions of ICAO Annex 13.

The investigation team recovered the Cockpit Voice Recorder (CVR) approximately 6 hours after the accident; the onsite GCAA investigation team is continuing the recovery effort to locate the Digital Flight Data Recorder (DFDR), while investigating the aircraft structure, systems, engines and flight controls as part of the forensic evidence collecting and data capturing activities associated with major air accident investigation.

Then, in a news release dated September 13, 2010, the GCAA announced that the Digital Flight Data Recorder (DFDR) also had been recovered from the aircraft wreckage, and was in "reasonable condition."  The GCAA said that both devices were being sent to the United States for analysis.  One GCAA investigator will travel to the U.S. "to work on data recovery with the American investigation team."

An article published online by the Khaleej Times reported on preliminary data gathered by the GCAA.

The initial analysis of the downloaded data indicated that there was a fire warning followed by smoke in the cockpit as reported by the crew about 28 minutes from takeoff.  The crew were asked by Bahrain Air Traffic Control to land at Doha, but they decided to return to Dubai.  Then they experienced cockpit visibility and commutation problems.  Later on the crew declared Mayday (a call used to declare that aircraft is in distress).  The Captain was in control up to the end of the recording.

The investigation is continuing.

RELATED: Click here to view all articles about this accident on Aircrew Buzz.

New science-based rules for mitigating pilot fatigue proposed by the FAA

by B. N. Sullivan

The U.S. Federal Aviation Administration (FAA) has announced what it calls "a landmark proposal to fight fatigue among commercial pilots by setting new flight time, duty and rest requirements based on fatigue science."  The new rules, if adopted, will apply to pilots of all carriers that operate under Part 121 of the Federal Aviation Regulations.  It will not apply to pilots at Part 135 carriers.

The FAA spells out details of the new rules in a Notice of Proposed Rulemaking (NPRM) announced on September 10, 2010 [link below].  In summary, the NPRM states:

The proposal recognizes the growing similarities between the types of operations and the universality of factors that lead to fatigue in most individuals.  Fatigue threatens aviation safety because it increases the risk of pilot error that could lead to an accident.  The new requirements, if adopted, would eliminate the current distinctions between domestic, flag and supplemental operations.  The proposal provides different requirements based on the time of day, whether an individual is acclimated to a new time zone, and the likelihood of being able to sleep under different circumstances.

In some areas, the FAA proposes to relax current requirements, while in others, it strengthens them to reflect the latest scientific information.  Here are some key differences between the new proposal and the rules currently in place:

• The proposal reflects the universal nature of fatigue.  The proposed rules would be the same for all types of Part 121 flights (passenger and cargo airlines): domestic, flag (international), or supplemental (unscheduled).  Currently, there are different requirements for each of these categories of operations. The proposed rule does not apply to Part 135 operators, but FAA says it may address fatigue for Part 135 operators in the future.
• Unlike the current rules, the proposal provides a circadian component for reducing the flight time and duty time when the pilot is operating in his or her window of circadian low.   The proposal clearly states that fatigue mitigation is the joint responsibility of both the airline and the pilot.   A pilot may not accept an assignment if that pilot is too fatigued to fly.
• The proposal would give airlines the flexibility to adopt individual Fatigue Risk Management Systems.  Fatigue Risk Management Plans, recently mandated by Congress and now addressed by FAA policy, would set out a carrier’s own policies and procedures for reducing the risk of fatigue and improving alertness.  These plans are specific to an air carrier’s type of operations, are subject to the FAA’s review and acceptance, and include fatigue education and awareness training.

Rest

The new rule proposes to set a nine-hour minimum rest period prior to flying-related duty.  Under current rules, there is a minimum daily rest requirement of 8-11 hours for domestic flying.   For international flying, the current minimum is 8 hours, or twice the number of hours flown.

Flight Time

Weekly:  Currently, pilots flying domestically are limited to 30 hours of flight time in any seven consecutive days.  Those flying international operations are limited to 32 hours in seven consecutive days, and there is no seven-consecutive-day limit for supplemental operations.  The proposal provides all Part 121 pilots with at least 30 consecutive hours per week free from all duty, compared to the current 24 hours free from all duty on a weekly basis – a 25 percent increase.

Monthly:  Under the proposal, there is a 100-hour maximum for flight time in any 28 days.  Current rules set a limit of 100 hours for every 30 days.

Yearly:  There is a current limit of 1,000 hours in any calendar year for domestic flights.  Under the proposal, all types of operations will now be limited to 1,000 hours per 365 days.

Duty Time

There is currently a 16-hour duty period between rest periods. The proposal would limit the daily flight duty period to 13-hours, which could slide to nine hours at night (depending on take-off time and number of segments scheduled).
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Importantly, the provisions of this new rule indicate that the FAA finally has recognized that there are no physiological differences between pilots who fly cargo and those who fly passengers.  It's about time that pilots flying for Part 121-Supplemental operators are treated identically to those who fly for scheduled airlines.

Likewise, the elimination of the domestic/international distinction in favor of a focus on the length of a trip will be beneficial.  The FAA proposes to deal with longer flights through crew augmentation "rather than simply by extending the allowable flight time."

The NPRM states that crew augmentation requirements should take into consideration "circadian rhythms, acclimation to time changes, and multiple flight segments should be considered in determining how much augmentation is required.  Further consideration should be given to the quality of the available rest facility."

The issue of crew fatigue has been a perennial item on the National Transportation Safety Board (NTSB) 'Most Wanted List' for aviation safety improvements.  It's good to see some concrete movement on this issue, and it's even better that the proposed rule changes are based on well-established scientific data about fatigue rather than on mere politics.

The 60-day public comment period closes on Nov. 13, 2010.

LINKS:

• Notice of Proposed Rulemaking (NPRM):  Flightcrew Member Duty and Rest Requirements - 145-page 'pdf'
• FAA Fact Sheet:  Pilot Fatigue

Preliminary NTSB report for the Fairchild C-123K Provider crash in Alaska

by B. N. Sullivan

The U.S. National Transportation Safety Board (NTSB) has issued a preliminary report regarding the crash of a Fairchild C-123K Provider in Alaska last month.  The accident occurred on the afternoon of August 1, 2010 when the aircraft impacted terrain at Denali National Park, Alaska.  All three people on board perished in the crash, and the aircraft was completely destroyed.

The aircraft (registration N709RR) was owned and operated by All West Freight, Inc. of Delta Junction, Alaska.  The accident flight, which was conducted under Part 91 rules, originated at the Wolf Lake Airport (4AK6), Palmer, Alaska, and was destined for Unalakleet Airport (PAUN), Unalakleet, Alaska.  No flight plan was filed.  Visual meteorological conditions prevailed.

The NTSB's preliminary report about the accident presents factual information about the accident flight, the crash site, and the crew.  No conclusions about probable cause are stated in the preliminary report.

The Accident Flight

According to the NTSB report, the purpose of the flight was to transport a large generator to Unalakleet.  The aircraft reportedly departed Wolf Lake at approximately 14:00L on August 1, 2010.  The pilot was not in contact with air traffic control (ATC) during the flight, and no radar service was provided. 

Quoting from the report:

At 1452, a witness, who was hunting about 10 miles south of Cantwell, Alaska, observed the airplane flying about 300-500 feet high above Parks Highway near mile-marker 195.  The witness, who is a certificated pilot, said the airplane was flying straight and level and headed north toward Denali National Park.  He stated that the landing gear and flaps were retracted and the engines were “really working” and “I felt the air vibrate as the airplane flew by.”

The witness did not observe any smoke trailing from the airplane or anything unusual.  He said the ceiling at the time was approximately 3,500 to 4,000 feet and the surrounding mountains were partially obscured.  The witness took two photos of the airplane and one of the mountain obscuration.  He provided a copy of these photos to the Safety Board, and they properly depict his observations.

Another witness, who was also a private pilot, was eating lunch on the deck at the Crow’s Nest, which is a restaurant on the hillside adjacent to the entrance into Denali National Park.  The witness first observed the airplane flying straight and level from her left to right near the main entrance area to the park.  Everything appeared to be normal.

The witness could not estimate the airplane’s altitude, but said it was in “slow flight” and in a 30 degree nose down descent.  There was no smoke trailing the airplane.  She then observed the airplane pitch straight up near vertical, stall, then roll left, and nose dive toward the ground.  The witness did not see the impact, but saw two large mushroom clouds after she lost sight of the airplane.  The weather at the time was “clear skies with a high ceiling.”  The witness took two photographs of the airplane.  The first photo shows the airplane in straight and level flight.  The second photo was taken several seconds later and showed the airplane inverted in a near vertical descent just above the tree line.

Numerous people observed the airplane flying low and slow over the park before it entered a steep left bank and then nosedive into the ground.  The sound of the engines was loud and an increase in pitch was heard right before impact.  Several of these witnesses also observed that the landing gear was retracted.

The Crash Site

The aircraft impacted wooded terrain near the main road into Denali Park. Quoting again from the report:

The airplane came to rest upright on a 060 degree heading at an elevation of 2,158 feet mean sea level (msl).  The wreckage was confined to an approximately 250-foot by 300-foot-wide area.

A post impact fire consumed most of the cockpit area, fuselage, inboard sections of the wings (around fuel tanks), both flaps, and damaged a majority of the tail section and outboard sections of the wings.  The post impact fire also started a small forest fire around the main wreckage and to an area adjacent to the accident site.

Examination of the airplane revealed that all major flight control surfaces were located at the site, including the two R2800 radial engines and the two jet-assist engines.  Flight control continuity was established for all flight control surfaces to the cockpit.  The left wing (including the aileron)exhibited impact and fire damage as did the right wing and aileron.  The vertical stabilizer, the rudder and rudder trim sustained impact and fire damage and came to rest on top of the cockpit area.  The right horizontal stabilizer exhibited fire and impact damage, and came to rest on top of the right wing.  A section of the right elevator remained attached to the stabilizer, but the fabric had burned away, exposing the metal framework.  The left horizontal stabilizer sustained extensive fire damage, and was found on the left side of the fuselage near where the left wing fuel tank was located.  A small section of elevator remained attached to the stabilizer.

The generator came to rest upright, and was in the center of the wreckage, which was consistent with the location of the cargo bay.  The nose gear was observed just forward and partially under the generator.  The ramp to the cargo bay and the main landing gear came to rest aft of the generator and exhibited fire and impact damage.

Both engines came to rest on their respective sides next to the cockpit. The left engine was upright, but partially buried in the ground and sustained impact and fire damage. A propeller blade remained attached, but was turned 180 degrees in the hub. The blade was intact and if orientated correctly, would be bent forward. The other two blades were buried in a small impact crater just forward of the engine. Both blades had separated at the hub and exhibited extensive leading edge damage and chordwise gouging and scoring. The left jet engine came to rest just forward of the left wing.

The right engine came to rest with the propeller hub buried about 2- 3 feet into the ground and sustained fire and impact damage.  A segment of one of the propeller blades was found on Park Road.  Another section of a blade was found just forward of the right wing, and another section of a blade was found in the impact crater near the propeller hub.  The right jet engine came to rest just aft of the right wing.

The Crew

There were three people on board the aircraft -- two pilots, and another person described by the NTSB as a passenger -- all of whom were fatally injured in the crash.

The pilot in command held a commercial pilot certificate for airplane single-engine land and sea, multi-engine land, rotorcraft-helicopter, and instrument airplane. He also held a type rating for the FA-C123, and was restricted to flights conducted under visual flight rules only. As of May, 2010 the pilot reported a total of 20,000 flight hours.

The co-pilot held a private pilot certificate for airplane single and multi-engine land, rotorcraft-helicopter, and instrument airplane.

The NTSB notes, "According to the type certificate data sheet (NO. A12NM), the airplane required a minimum of two crew; a pilot and copilot.  However, according to the FAA, the co-pilot was not required to hold a type rating in the airplane but was required to have some training in the airplane."

The investigation is continuing.

Here is the link to the preliminary accident report:  NTSB ID: ANC10FA067

RELATED: Click here to view all posts about the All West Freight C-123K Provider accident on Aircrew Buzz.

UPS Boeing 747-400 freighter crash in Dubai

by B. N. Sullivan

UPS has just confirmed that one of their aircraft has crashed in Dubai. Here is what the company said in a press statement:

At approximately 12 p.m. EST, UPS Flight 6 from Dubai, UAE, to Cologne, DE, a 747-400 with two crewmembers on board crashed on takeoff. At this time, we have not confirmed any casualties.

"Safety is a key priority for UPS," said Airline & International Operations Manager Bob Lekites. "This incident is very unfortunate and we will do everything we can to find the cause," said Lekites. "Our thoughts go out to the crewmembers involved in the incident and their families."

"We will also release more information as it becomes available, in cooperation with government authorities. We will not speculate about the cause. Until then, we ask for your patience in this difficult time."

Unconfirmed reports say that the crew did declare mayday, and that there may have been a cockpit fire.  There are reports of a "huge fire" at the accident site, said to be near the area known as Dubai Silicon Oasis, which is a housing area for Emirates crew members.

The story is developing. I will post more details here on Aircrew Buzz as they become available.

UPDATE:  The Aviation Herald reports that the accident aircraft was N571UP.  The same source reports that both crew members have died.  Still waiting for official word from UPS on crew status.

UPDATE 2:   Sadly, the report that the two crew members perished appears to be true.

Boeing has issued the following statement:  "Boeing extends its deep condolences to the families and friends of the crewmembers lost in the crash of UPS Flt. 6. Boeing will send a team to provide technical support to the investigation upon invitation from the authorities."

Various news media are quoting an official from the United Arab Emirates who says that the bodies of the two crew members have been recovered from the wreckage.

UPDATE 3:  The U.S. National Transportation Safety Board (NTSB) just announced that it "will dispatch an aviation investigator to assist the government of the United Arab Emirates" with the accident investigation.   NTSB says the team "will include NTSB specialists in the areas of human performance, fire, operations, and systems. The team will also include technical advisors from the Federal Aviation Administration, Boeing, UPS, GE and Independent Pilots Association."

[Photo Source]

Air Transat pilots vote to strike; Wasaya pilots have a TA; Evergreen pilots reject their TA

by B. N. Sullivan

Lots of labor news from the Air Line Pilots Association (ALPA) this week:

Air Transat

Pilots at Montréal-based carrier Air Transat recently held a strike ballot, in which 97% of pilots voted in favor of a lawful strike, "should it become necessary to conclude a fair collective agreement" with the airline's management.  ALPA reports that 90% of pilots eligible to vote had participated in the balloting.

Contract negotiations began in January of this year.  ALPA says that "substantial issues remain open, particularly in the areas of job outsourcing, pilot fatigue mitigation, and compensation."  In June, a conciliation commissioner was appointed by Canada's Minister of Labour.

ALPA explains:

The conciliation time line establishes a series of hard deadlines for negotiators, including a 60-day conciliation period that will expire on September 10, 2010, unless the parties agree to extend the process. Under the Canada Labour Code, both the strike authorization vote and written notification to the company are required steps before any withdrawal of services can begin. At the end of conciliation, a mandatory 21-day waiting period will go into effect, which concludes at midnight on October 1, at which time Air Transat pilots will be in a legal position to strike.

“Our pilots are seeking a contract that recognizes their contribution to the success of the airline that they have helped to build,” said Captain Sylvain Aubin, chairman of the Air Transat unit of ALPA.   “This [strike] vote serves as notice to the company that our pilots are united and stand firm behind our goal of achieving a fair and equitable contract,” Captain Aubin added.


Wasaya Airways

Also in Canada, Wasaya Airways pilots have reached a tentative contract agreement (TA) with their management.  ALPA says the new two-year agreement provides pay increases, establishes a seniority, and implements the first sick bank for the pilots.

Wasaya pilots will vote on the TA in the coming weeks.  Should the tentative contract agreement be ratified, it would be the first for Wasaya pilots, who joined ALPA in January of 2008.

Evergreen International Airlines

Pilots and flight engineers at Oregon-based Evergreen International Airlines have rejected a tentative contract agreement, which was reached in April of this year.  ALPA reports that 92% of eligible Evergreen crew members participated in the ratification balloting, and 96% of those voted against accepting the TA.

From an ALPA press statement:

ALPA and management negotiated for two-and-a-half years. Prior to the Evergreen crewmembers joining ALPA in 2007, negotiations dragged on for more than three years between the crewmembers’ independent union, The Aviators Group, and management. Mediated talks began in 2005 under the supervision of the National Mediation Board (NMB). The tentative agreement was reached in April 2010.

The tentative agreement was largely a renewal of the current collective bargaining agreement, which has been in place since 1999. The crewmembers concluded that the tentative agreement contract is not acceptable after more than 10 years of no improvements in pay or working conditions.

William Fink, MEC chairman of the Evergreen pilot group, said that the crew members "could not get past the fact that they are working under 1999 wages and works rules, and would have continued to do so for another two years" under the terms of the TA.

“We are aware that the holding company is struggling to meet substantial debt obligations, but are convinced that the airline can afford reasonable improvements in wages and working conditions for its employees,” said Fink.

The NMB, which still has jurisdiction over the negotiations between Evergreen and its crew members, will determine the next step in resolving this case.

RELATED: Evergreen Airlines pilots frustrated after five years of contract talks - Sep 15, 2009

Contract negotiations begin for FedEx pilots

by B. N. Sullivan

The Air Line Pilots Association (ALPA), which represents the pilots at FedEx Express, announced today that contract negotiations have begun between the union and FedEx management.

The ALPA FedEx MEC said in a statement to the press that the pilots "are prepared for a focused bargaining on a limited number of significant issues."

Unlike the prolonged bargaining which produced contracts ratified in 1999 and 2006, ALPA expects a much more timely process.

“Our leadership team believes that our last contract negotiation took far too long to conclude. We fully expect that with the cooperation of FedEx Express management and the resolve of our pilot group, we will reach a deal that will be beneficial to us and the company. The bargaining of contracts over years instead of months is a broken model which is beneficial to neither side,” said Captain Scott Stratton, chairman of the ALPA unit at FedEx.

This will be the FedEx pilots' third collectively bargained contract.

Fairchild C-123K Provider lost in Alaska crash was featured in 'Con Air' film

by B. N. Sullivan

Yesterday, a Fairchild C-123K Provider (N709RR), operated by All West Freight, was destroyed in an accident in Alaska, about a mile from the headquarters of Denali National Park. The accident took the lives of all three people who were on board.

It turns out that the accident aircraft had been a movie star. According to information on the website Old Wings, N709RR, (ex 54-0709 msn 20158) was featured as 'Jailbird' in the 1997 action film Con Air, where it was used for all the flying scenes.

For more information about this historic airplane, visit C-123 Providers starring in "Con Air" on the Old Wings website.  Also on Old Wings, you will find a photo of the accident aircraft, parked at All West's airport in Delta Junction, AK in 2006, and a wonderful close-up shot of the aircraft's Large Marge nose art.

More information about the Fairchild C-123K Provider:

• National Museum of the Air Force Fact Sheet
• Wikipedia page, with photos

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UPDATE:  The owner of the Old Wings website has kindly given me permission to post the two photos I linked to above. Note, these are copyrighted photos, used here by express permission from Aad van der Voet, the copyright holder.

Here is N709RR, photographed by Aad at All West Airport, AK on June 11, 2006.

Here is the close-up photo of the "Large Marge" nose art on N709RR.

By way of explanation, the photographer says:

All West Freight's C-123K Provider N709RR is adorned by this "Large Marge" nose art, armed with gun, badge and handcuffs. The signature at the lower left says Steven Pinder, and the red sticker at the upper left is a left-over from the annual air races at Reno, NV. The small print says "Scarlet Screamer IF1 Pylon Air Racer #50" and refers to Birch Entriken's Ivie Cassutt III M air racer (N135R). Reno is where this Provider was based before it came to Alaska in 2004. Photo taken at All West Airport, Delta Junction, AK on 11 June 2006.

Thanks again to Aad van der Voet for these wonderful photos of this historic aircraft.  So sad to know the aircraft will never fly again.

Fairchild C-123 freighter crash in Alaska's Denali National Park

by B. N. Sullivan

A Fairchild C-123 Provider operated by All West Freight has crashed and burned in Alaska's Denali National Park. According to a statement from the National Park Service, the accident happened on August 1, 2010 at about 3 PM local time. The aircraft impacted terrain on "the south-facing slope of Mount Healy within a mile of the park headquarters and approximately 200 yards north of the Denali Park Road." The aircraft was destroyed, and the three crew members on board are believed to have perished.

The Anchorage Daily News reports: "There is a Temporary Flight Restriction (TFR) in effect over the crash site until further notice. Pilots using the park airstrip or transiting the Windy Pass area are cautioned to check Notices to Airmen (NOTAMs) and be alert for firefighting and official aircraft."

A team of investigators from the U.S. National Transportation Safety Board (NTSB) is expected to arrive at the scene within hours.

UPDATE Aug. 2, 2010: The FAA's preliminary record of this accident confirms three fatalities, and identifies the aircraft as N709RR.

Condolences to the families and friends of those who died in this accident.

RELATED: Click here for more information about the historic aircraft (with photos).

Lufthansa MD-11 freighter accident at Riyadh

by B. N. Sullivan

A Lufthansa Cargo MD-11 freighter (registration D-ALCQ) crashed while landing at Riyadh, Saudi Arabia on the morning of July 27, 2010.  Operating as Lufthansa Cargo Flt LH 8460, the aircraft was arriving at Riyadh's King Khalid International Airport (RUH) from Frankfurt, Germany (FRA).  The aircraft left the runway after touchdown, broke apart, and burst into flames.  The two crew members on board survived the accident.

According to a statement on the Lufthansa Cargo website, the accident occurred at 11:38 AM local time.  The 39 year-old captain and 29 year-old first officer evacuated the aircraft using the emergency slide.  They were hospitalized after the accident.

Lufthansa reported that the accident aircraft, which was carrying 80 tonnes of cargo, was flying from Frankfurt to Hong Kong, and was scheduled for en route stopovers in Riyadh and Sharja.  The aircraft had undergone a C-Check (comprehensive maintenance check) on June 22, 2009, and an A-Check immediately prior to the Frankfurt to Riyadh.  The accident aircraft had logged 10,073 take-offs and around 73,200 flying hours, according to the company.

Some news reports about the accident mentioned that the crew  had received a fire indication and declared an emergency while on approach, but this has not been officially confirmed by either the company or the Saudi aviation officials.

Saudi Arabia's General Authority of Civil Aviation (GACA) is in charge of the investigation.  Experts from Lufthansa Cargo, and a team from the U.S. National Transportation Safety Board (NTSB) have been dispatched to Riyadh to assist the Saudi GACA with the investigation.

Near midair collision between US Airways A319 and Cargolux B747 at Anchorage

by B. N. Sullivan

The U.S. National Transportation Safety Board (NTSB) announced today that it has begun an investigation into a near midair collision between a commercial airliner and a widebody cargo plane at Anchorage a week ago. The incident involved an Airbus A319-100 operated by US Airways, and a Boeing B747-400 freighter operated by Cargolux. The A319 had 138 people on board; the freighter had a crew of two. No one was injured.

According to the NTSB, the incident occurred shortly after midnight on May 21, 2010. US Airways flight USA140 was arriving at Anchorage International Airport (ANC) from Phoenix, and Cargolux Airlines International flight CLX658 was departing ANC for Chicago-O'Hare. The US Airways plane was on approach to runway 14 at ANC when the crew executed a go-around. The Cargolux freighter was departing runway 25R. The NTSB says the two aircraft "came within an estimated 100 feet vertically and a .33 mile lateral separation."

From the NTSB statement announcing the investigation of the incident:

According to the TCAS report from the A319 crew, that aircraft was approaching ANC when, because of the effects of tailwinds on the aircraft's approach path, the crew initiated a missed approach and requested new instructions from air traffic control. The tower controller instructed the A319 to turn right heading 300 and report the departing B747 in sight.

After the A319 crew reported the B747 in sight, the controller instructed the A319 to maintain visual separation from the B747, climb to 3000 feet, and turn right heading 320. The A319 crew refused the right turn because the turn would have put their flight in direct conflict with the B747.

The A319 crew then received a resolution advisory to "monitor vertical speed" and the crew complied with the descent command. During the descent, the A319 crew lost sight of the B747. At about 1700 feet above ground level, the A319 crew received a "clear of conflict" aural command.

The NTSB notes that the incident occurred in night visual meteorological conditions with 10 miles of visibility.

UPS pilot furloughs begin, despite union efforts to save jobs

by B. N. Sullivan

Today, 54 UPS pilots were furloughed -- the first of at least 300 pilots slated to be laid off by the carrier in coming months. The furloughs were announced in February of this year, and are the first ever for UPS.

"At a time when the number one issue for most Americans is creating jobs, UPS is creating unemployment," said Captain Robert Thrush, President of the Independent Pilots Association (IPA).

The IPA, which represents the 2,800 UPS pilots, had worked with the company during the past year to save $117 million via a Voluntary Jobs Protection Program. According to the union, the UPS pilots were able to generate cost savings for UPS by: taking reductions in flight pay guarantees; taking unpaid leaves of absence; participating in job sharing; taking military leave; contributing unused sick bank time; and taking early retirement. The IPA said in a press release that the savings created by the program should have been "enough to keep these 300 pilots employed well into 2011."

Captain Thrush said, "This all came to a crashing halt on January 11 when UPS pulled a bait and switch. They told us that they now needed $244 million in savings through 2015, and that its preference was for 'compulsory savings' – UPS speak for furlough.

"While we were taken back by UPS almost doubling its original request and tacking on an additional four years, our pilots didn’t flinch. They were more than willing to step-up, extend and expand the Voluntary Jobs Protection Program to cover UPS's demands, and keep the 300 employed," Thrush continued.

Nevertheless, in February UPS told the IPA that the company was unwilling to continue the voluntary savings program or anything similar. Instead, the coming furloughs were announced.

At that time, UPS Airlines President Bob Lekites said in a press release, "This is a painful decision for our people, but one that is right for the on-going health of our business."

Then Lekites went on to say, "Companywide, we will continue to evaluate all opportunities and make adjustments as necessary to ensure our company is well-positioned to emerge stronger than ever as the economy continues to recover. We applaud our pilots for the way they've joined with UPS in trying to tackle this problem and hope we can identify a mutually beneficial outcome."

Those statements did not sit well with the pilots' union.

Says Captain Thrush, "What I find the most galling are the disingenuous statements in the UPS press release. They mockingly hold out hope that the furloughs may be mitigated, averted, or eliminated; and shamefully attempt to place blame on the pilots for somehow failing to act.

"At a time when unions are being excoriated, and blamed for a litany of economic ills it's important to remember that one union covered the cost to save 300 jobs – instead UPS chose to create unemployment and add to local, county, state and federal unemployment and social services rolls."

FedEx subject to $1.55 Million fine for violation of FAA regulations

by B. N. Sullivan

Today the U.S. Federal Aviation Administration (FAA) announced that it has proposed a $1.55 million civil penalty against Federal Express (FedEx). The FAA alleges that FedEx failed to revise its Continuous Airworthiness Maintenance Program in accordance with FAA regulations.

Specifically, the FAA alleges that FedEx "failed to ensure that the air carrier used approved standards, inspections, and time limitations for 14 cargo Unit Load Devices (ULDs) used on the company’s airplanes beginning in early 2008."

In its announcement of the proposed fine, the FAA explained:

During a routine surveillance from March 14-20, 2008, FAA inspectors determined that Federal Express had failed to incorporate Technical Standard Orders (TSOs) into its Continued Airworthiness Maintenance Program for 14 cargo ULDs. The TSOs contain specific maintenance instructions for the ULD smoke detector, power distribution feed, and batteries. Federal Express could not ensure that it used approved maintenance standards for the 14 newly installed ULDs because the company failed to make the necessary revisions to its program for overhauling and inspecting the devices.

On March 20, 2008, Federal Express was notified of the problem by the FAA but did not make the necessary revisions to its Continuous Airworthiness Maintenance Program until April 17, 2008.

The FAA says that the civil penalty addresses 124 flights from March 20 to April 17, 2008.

FAA Administrator Randy Babbitt said, “When it comes to maintenance, it’s unacceptable for any air carrier not to meet the FAA’s standards.”

FedEx has 30 days to respond to the FAA.

Atlas Air fined by the FAA for several alleged safety violations

by B. N. Sullivan

Earlier this month, the U.S. Federal Aviation Administration (FAA) proposed $572,150 in civil penalties against air cargo carrier Atlas Air, Inc. for alleged violations of the Federal Aviation Regulations.

According to a press release about the proposed fine, issued by the FAA on May 5, 2010:

The FAA alleges that Atlas Air incorrectly installed a replacement cockpit window on a Boeing 747F, and then operated the aircraft on 49 flights between April 4 and April 27, 2009, when it was not in compliance with those regulations.

The FAA said Atlas Air replaced one of the windows at the first officer’s position, but failed to use the methods, techniques and practices specified in the manufacturer’s maintenance manual or alternate procedures accepted by the FAA for the B-747F. The airline then approved the aircraft for return to service. As a result, the replacement window suffered pressurization leaks while in flight according to multiple reports made by crews operating or maintaining the aircraft. The FAA has proposed a penalty of $506,150 for those violations.

In a second instance, the FAA alleges that on May 14 and 15, 2009, Atlas Air operated a Boeing 747 on international flights from Huntsville, AL, to Glasgow, Scotland, Luxembourg City and back to Huntsville without a required outboard engine pylon access panel door. The FAA said Atlas Air improperly fabricated a panel cover from aluminum sheet metal and affixed it with speed tape over the access door opening. On each of these flights, the panel came off the aircraft enroute and a new panel was fabricated and installed in the same manner at each subsequent stop. The FAA has proposed a civil penalty of $66,000 for those violations.

Atlas Air has 30 days to respond to the FAA.

Three crew killed in Antonov AN-12BP freighter crash in the Philippines

by B. N. Sullivan

Three crew members were killed and three others were injured when a chartered Antonov AN-12BP aircraft crashed in the Philippines on the evening of April 21, 2010. At the time of the accident, the aircraft (registration UP-AN216) was operating as Pacific East Asia Cargo Flight Q8-7815 from Mactan-Cebu International Airport (CEB) to Angeles City-Diosdado Macapagal International Airport (CRK). The aircraft impacted a rice paddy several miles southeast of the airport, near a town called Mexico, where it broke up and burned.

The Aviation Herald, quoting the Civil Aviation Authority of the Philippines (CAAP), says that "the crew reported a fire on board a few minutes prior to impact with the crew attempting to get the airplane onto the ground immediately." Those on board were said to be nationals of Russia, Uzbekistan, and Bulgaria.

News reports from Philippine media indicate that the aircraft was operating as a charter on behalf of UPS.

UPDATE: FlightGlobal, quoting the director-general of the CAAP, reports that aircraft was on a wet lease to Interisland Airlines, a charter operator in the Philippines.

The CAAP official also said that the aircraft's flight data recorder and cockpit voice recorder have been recovered.

Fatal AeroUnión A300 freighter accident at Monterrey, Mexico

by B. N. Sullivan

An Airbus A300 B4F-203 aircraft operated by Mexican cargo carrier AeroUnión has crashed near Monterrey, Mexico. Early news reports from the scene say there was a post-crash fire, and there were a number of fatalities. Some news report said that five crew members on board the A300 had been killed, but this has not been officially confirmed at this time.

The accident happened at around 23:00 local time on April 13, 2010 near General Mariano Escobedo International Airport (MTY). The airport, which serves Monterrey, is located at Apodaca, Nuevo León, Mexico.

Twitter user @e_benavides has posted some photos from the accident scene.

More details will be posted here as they become available.

UPDATE: The Aviation Herald identifies the aircraft registration as XA-TUE, and says that the accident occurred as the aircraft was departing Monterrey bound for Los Angeles. The same source also reports that the aircraft "lost height after takeoff from Monterrey International Airport's runway 29 and impacted a highway losing an engine and wing before falling back onto the ground." The Aviation Herald says there were two crew members on board; Mexican sources say there were five crew -- three pilots and two mechanics.

UPDATE Apr. 14, 2010: Mexican news Web site El Universal is reporting this morning that the accident happened as the AeroUnión A300 was arriving at Monterrey from Mexico City; Monterrey was an intermediate stop, after which the flight would have continued on to Los Angeles. El Universal reports that there were six fatalities, including the five crew members, plus one person on the ground. The El Universal article includes several photos from the scene.

Airbus has issued a statement that included the following information about the accident aircraft:

The aircraft involved in the accident, registration XA-TUE, MSN (Manufacturer Serial Number) 078, was first delivered as a passenger aircraft from the production line in May 1979. The aircraft was converted into a freighter in 1998 and has been operated by Aero Union since June 2002. The aircraft had accumulated approximately 55,200 flight hours and 27,600 flight cycles. This aircraft was powered by GE engines.

Condolences to the families and friends of the crew members who perished, and to AeroUnión.