19 DEC 2007 _______________________________________ *Smoky cockpit forces jet to return to LAX *Older Airbus Jets Get High-Tech Rudder Checks *Bird strike on two engines brought down An-12 at Moscow *Aviation insurance to be unprofitable in 2007 *FAA Testing New Microburst Detection System In Las Vegas *Cessna 208B Accident (Alaska) *Beechcraft C99 Accident (Utah) *ATSB releases CFIT accidents study *SAFO 07009: Cessna CE-208 and CE-208B Specific Pilot Training Requirements *Two USC professors say LAX should fix human error before redesigning runways *IATA Positions Available *************************************** Smoky cockpit forces jet to return to LAX A malfunctioning oven that sent smoke into the cockpit of a Hawaii-bound jet this morning prompted the pilot to return to LAX, taking the unusual step of landing the aircraft in the opposite direction from which planes had been approaching the runway. The incident forced air traffic controllers to briefly halt all operations on the south side's two parallel runways to accommodate the Boeing 757. None of the 252 passengers and crew aboard were injured. After declaring an emergency on board, ATA flight 4755 flew in over the ocean and landed at LAX at 10:11 a.m., about half an hour after departure. Aircraft typically approach LAX to land over the city of Los Angeles and depart the airport over the ocean. FAA officials said pilots let air traffic controllers know what assistance is needed in emergency situations. "It's really up to the pilot to request the configuration, maybe he wanted to put it down right away, but I'm not sure why," said FAA spokesman Ian Gregor. Maya Wagle, an ATA spokeswoman, said the oven was later fixed and passengers reboarded the plane at about 12:30 p.m. en route to Honolulu. http://www.latimes.com/news/local/la-me-lax19dec19,1,5625611.story?coll=la-h eadlines-california *************** Older Airbus Jets Get High-Tech Rudder Checks The rudders of about 420 older Airbus jetliners are being subjected to repetitive ultrasonic and other enhanced inspections, the first time airlines and safety regulators have resorted to such recurring, high-tech procedures to determine the integrity of composite parts on airliners already in service. The stepped-up inspection program, recommended by Airbus months ago and then reaffirmed by the European Aviation Safety Agency through a mandatory directive, calls for the first enhanced rudder checks to be completed within six months or 500 flights. Some inspections on certain planes must be repeated every 1,400 flights, a relatively short compliance schedule for checking structural integrity of primary flight structures. The enhanced inspections, including ultrasound, X-rays and other techniques, stem from a March 2005 incident in which an Air Transat Airbus A310 suddenly lost its rudder over the Caribbean while flying from Cuba to Quebec. There were no injuries, and the plane returned safely to Cuba. But as a result, the plane's manufacturer, Canadian air-safety investigators and European regulators began investigating what, if any, additional inspection requirements were necessary to safeguard the integrity of such rudders used on early model Airbus aircraft. While the changes primarily affect a relatively small number of older twin-engine A300s and A310s, they nevertheless represent a significant break from longstanding Airbus-developed maintenance standards for composite materials. Before the incident, Airbus, a unit of European Aeronautic Defence & Space Co., and European regulators maintained that simple visual inspections, combined with a mechanic's manually tapping on the surface of the composite rudders, were adequate to detect any potentially hazardous internal flaws or structural weaknesses. But now for the first time, high-tech inspections methods are being required -- and must be repeated during the life of a what Airbus described as a "limited number" of Airbus jets -- to assure long-term rudder integrity. A spokesman for Airbus U.S. operations said only a small number of affected aircraft are flown by U.S. carriers. Spokesman Clay McConnell said about 400 A300 and A310 aircraft are covered by the added inspections, along with 20 wide-body Airbus A330 and A340 jetliners. Mr. McConnell said Airbus changed its rudder-manufacturing process before the 2005 incident. The issue of how to inspect composites is significant because both Airbus and rival Boeing Co. increasingly are relying on composite parts to improve the fuel-efficiency and reduce maintenance costs for their newest airliner models. http://online.wsj.com/article/SB119802209624337975.html?mod=googlenews_wsj ************* Bird strike on two engines brought down An-12 at Moscow Bird strikes on the starboard engines of a Russian-operated Antonov An-12 freighter caused the aircraft to lose control and crash just seconds after it took off from Moscow Domodedovo Airport earlier this year. Russia’s Interstate Aviation Committee (MAK) says the bird impact took place at a height of 70-75m (230-245ft), while the aircraft was travelling at 160kt, and caused the virtually simultaneous shut-down of both engines on the right wing. Investigators are recommending improvement of information transfer between air traffic control and the airport division responsible for monitoring bird activity. The aircraft, operated by Moscow-based Atran, was conducting flight 9655 from Moscow to Komsomolsk-on-Amur via Omsk and Bratsk with a shipment of aviation fittings bound for the KnAAPO aircraft production plant. Owing to the destruction of the flight-data recorder by fire, MAK has derived its conclusions largely from the cockpit-voice recorder, radar information and the testimony of witnesses to the 29 July accident. Although the An-12 was departing in early-morning darkness, Domodedovo’s automatic terminal information service included a cautionary statement regarding birds – albeit for runway 32R rather than the An-12’s departure runway 32C. Such bird warnings were usually included in the ATIS information as a matter of course, says MAK, adding that the reports “did not reflect the reality” of the ornithological situation. It states that visual monitoring of birds, given the time of night, would have been “almost impossible”. However the cockpit-voice recorder indicates that the crew commented on the presence of birds. The crew started the four Ivchenko AI-20 engines at 04:01 and made no comments about the functioning of the An-12’s systems. MAK says the aircraft was within weight and balance limits. Controllers cleared the aircraft to take off and, after rotating, the aircraft climbed normally for a few seconds. But about 15s after lift-off, with the An-12 just 300m past the end of the runway, the CVR recorded a sound similar to a compressor stall. One of the crew members stated that the outboard starboard engine had failed before a second engine, the starboard inboard, also stopped operating. MAK investigators discovered “small parts of organic origin” as well as feathers in the exhaust ducts of the two starboard engines. It says the engines were hit by at least two birds large enough to stop the powerplants operating. The flight operations manual of the An-12, it adds, does not contain recommendations to the crew for controlling the aircraft after simultaneous loss of both engines on the same side during take-off. The pilots battled to keep the aircraft airborne as it lost height but about a minute after the engine loss, with the An-12 in a right bank of more than 100°, the aircraft struck trees and disintegrated killing all seven occupants. MAK highlights three other instances in which An-12s have crash-landed after encountering birds immediately after take-off. In August 1993 an An-12 departing Slavgorod in Russia came down when a bird strike caused two engines, one on each side, to fail, while in June 2004 a Sudanese Sarit Airlines An-12 lost both starboard engines on departure from Wau in southern Sudan. In March last year an Armenian Phoenix Avia An-12 lost three engines at Payam in Iran. MAK says these aircraft were able to retain a degree of control long enough to attempt a landing because they were flying at a lower height and in conditions of better visibility. But the Atran crew had “little opportunity” to do the same owing to the darkness and the onset of fog. Investigators are also recommending that Antonov and associated institutes consider developing a procedure for crews in the event of simultaneous shut-down of two same-side engines on the An-12. Source: Air Transport Intelligence news *************** Aviation insurance to be unprofitable in 2007; rates drop 12 pct - Aon LONDON, Dec. 18, 2007 (Thomson Financial delivered by Newstex) -- The aviation insurance industry could see its first unprofitable year of underwriting since 2000, research from US broker Aon (NYSE:AOC) Corporation has shown. This year to date, average aviation insurance prices have dropped 12 pct, the broker said. This has not been helped by the fact that total premium is likely to be below this year's claims, which currently stands at 1.53 bln usd, compared to 1.23 bln usd last year. If the level of reduction for the remainder of the year keeps up, hull and liability premiums - the main indicator of rates in the airline insurance market - will total 1.46 bln usd, down from 1.69 bln usd in 2006 and 2.04 bln usd in 2005. Aon says that aviation insurance prices have fallen around 40 pct over the last two years. http://money.cnn.com/news/newsfeeds/articles/newstex/AFX-0013-21738510.htm ************** FAA Testing New Microburst Detection System In Las Vegas FAA is testing a new system at Las Vegas Airport designed to improve the detection of dangerous 'microburst' winds in dry climates. The system is called light detection and ranging, or LIDAR. According to an FAA employee newsletter, the latest phase of LIDAR tests finished Nov. 30, during which more than half of all possible types of windshear were detected. In the dry microburst category, LIDAR detected 91 percent of incidents. Microbursts are commonly associated with thunderstorms, and more than 40 airports in the U.S. have Terminal Doppler Weather Radar (TDWR) systems that detect most microbursts during rain. However, these systems don't pick up microbursts that occur when rain doesn't reach the ground, particularly in high, dry climates or between mountains. FAA says four major airports have these conditions - Las Vegas, Denver, Phoenix and Salt Lake City. LIDAR uses pulses of infrared light in a narrow scanning beam which bounces off dust particles in the air. The frequency of the pulse changes according to the speed of the particles. TDWR uses the speed of raindrops to measure microbursts. Pilots sometimes ask for go-arounds if they suspect microbursts are present, and FAA believes LIDAR - used in conjunction with TDWR - could more accurately detect microbursts and reduce go-arounds. http://www.aviationweek.com/aw/generic/story_generic.jsp?channel=businesswee kly&id=news/RADA12187.xml&headline=FAA%20Testing%20New%20Microburst%20Detect ion%20System%20In%20Las%20Vegas ************** Cessna 208B Accident (Alaska) Status: Preliminary Date: 12 DEC 2007 Time: ca 09:30 Type: Cessna 208B Grand Caravan Operator: Arctic Circle Air Service Registration: C/n / msn: First flight: Crew: Fatalities: 0 / Occupants: 1 Passengers: Fatalities: 0 / Occupants: 1 Total: Fatalities: 0 / Occupants: 2 Airplane damage: Substantial Location: 3 km (1.9 mls) from Bethel Airport, AK (BET) (United States of America) Phase: Initial climb Nature: Cargo Departure airport: Bethel Airport, AK (BET/PABE), United States of America Destination airport: Hooper Bay Airport, AK (HPB), United States of America Flightnumber: 218 Narrative: The Cessna 208B was on a mail delivery flight from Bethel (BET) to Hooper Bay (HPB) Scammon Bay (SCM), Alaska. The airplane crash landed on a tundra hill immediately after takeoff. It skidded about 100 yards, leaving a trail of debris, including the plane's wheels and cargo. The weather observed at Bethel at 08:53 AST was: clear skies, Temperature:-12F (-24C) Dewpoint: -18F (-28C), Relative Humidity: 73%, Winds from the NW (330 degs) at 12 mph. Pressure: 1006.5 millibars. Altimeter:29.71 inches of mercury. The prevailing visibility was 10 miles. (aviation-safety.net) ************** Beechcraft C99 Accident (Utah) Status: Preliminary Date: 17 DEC 2007 Time: ca 08:00 Type: Beechcraft C.99 Operator: Ameriflight Registration: N206AV C/n / msn: U-206 First flight: 1983 Crew: Fatalities: 0 / Occupants: 1 Passengers: Fatalities: 0 / Occupants: 0 Total: Fatalities: 0 / Occupants: 1 Airplane damage: Substantial Location: Vernal Airport, UT (VEL) (United States of America) Phase: Landing Nature: Cargo Departure airport: ? Destination airport: Vernal Airport, UT (VEL), United States of America Flightnumber: 4844 Narrative: The Beech 99 landed short of runway 7 at the Vernal Airport, UT (VEL). The plane came to rest on the runway, suffering significant damage to its propellers, landing gear and nose gear. Visibility reported at 07:53 was 4 miles in haze with a temperature of -3F (-19C) and dewpoint of -8F (-22C). (aviation-safety.net) **************** ATSB releases CFIT accidents study The Australian Transport Safety Bureau's (ATSB) released a report on CFIT accidents. It examines accidents from an international perspective, current and potential CFIT preventative strategies, and identifies those characteristics associated with CFIT in Australia. Australian data shows 25 CFIT accidents and two CFIT incidents in the period 1996 to 2005. General aviation accounted for the greatest proportion of CFIT accidents, fatal accidents and fatalities. Only one CFIT occurrence over the reporting period (VH-TFU, Lockhart River, Queensland, 7 May 2005) involved regular public transport operations, but this accident accounted for nearly one-third of all CFIT fatalities. In line with international experience, nearly two-thirds of CFIT accidents and incidents in Australia occurred in the approach phase of flight, of which half of these were during an instrument approach. When compared with the total number of accidents recorded by the ATSB over the 10-year period, the results of the study indicate that CFIT in Australia is a rare event. However, when CFIT does occur, the likelihood of it resulting in fatalities is high. (ATSB) ATSB Report B20060352: http://www.atsb.gov.au/publications/2007/B20060352.aspx (aviation-safety.net) ****************** SAFO 07009: Cessna CE-208 and CE-208B Specific Pilot Training Requirements U.S. Federal Aviation Administration Safety Alerts for Operators (SAFOs) Update for Flight Into Icing Conditions is for owners, operators, trainers, and pilots of CE-208 (Cessna Caravan 1) and CE-208B (Cessna Grand Caravan) airplanes. This SAFO informs pertinent owners, operators, and FAA certificated entities of new training requirements for pilots of CE-208 (Cessna Caravan 1) and CE-208B (Cessna Grand Caravan) airplanes for flight into icing conditions. Contact Robert P. Busto, Wichita Aircraft Certification Office, FAA, by phone at (316) 946-4157 (phone) or by fax at (316) 946-4107 for more information. *************** Two USC professors say LAX should fix human error before redesigning runways. We have to disagree with The Times' editorial on LAX's many near-misses on the runway. It stated, "LAX's woes center on its dangerous and outdated configuration." Certainly, airport design and geometry are contributing causes of runway incursions, but LAX's problems are caused by many other factors, all of which are equally critical. Based on our research and teaching on aviation safety and runway incursions for the last 20 years at USC, we have found that human factors are the most important contributor to runway incursions. In fact, according to the Federal Aviation Administration's Runway Safety Blueprint 2002-2004, "human factors [are] the common denominator in every runway incursion." We would like to point out that the most notable causes of runway incursions include, in addition to airport geometry and design: poor visibility (due to fog, for example), ground and approach air traffic controllers' communication practices, air traffic controller staffing, workload and cumulative fatigue, deficient or inoperative ground radar systems, departure delay, duty time limitation and pressure on cockpit crews, cockpit crews' inadequate situational awareness, and cultural and language differences among interacting parties. The Times also claimed that "LAX controllers aren't any more overworked than their peers elsewhere." But unlike most other airports, LAX controllers have had to handle the added effect of continuous construction on the southern runways. There are strong indications that air traffic controllers — not only at LAX but also nationwide — are increasingly suffering from fatigue. This critical issue prompted the National Transportation Safety Board to update its "most wanted list" of safety improvements, adding, "three safety recommendations on air traffic controller fatigue to the existing aviation issue area that addresses human fatigue." We agree with The Times that the situation is urgent, and there is no need to wait for the findings of another study — we know that the major human factor considerations in runway incursions are key. Rather than "sending in the bulldozers," the officials should acknowledge these considerations and develop a systematic plan of action. Najmedin Meshkati, a professor of engineering the Viterbi School of Engineering at USC, has been responsible for USC's 54-year old Aviation Safety Program (1992-1999). He conducts research on human factors in aviation safety and runway incursions and was one of the 25 experts who participated in the Government Accountability Office's recently released study on "Aviation Runway and Ramp Safety." Catherine Rae T. Ricafort is a junior student and Presidential Scholar at USC, and conducts research in the Viterbi School of Engineering. http://www.latimes.com/news/opinion/la-oew-meshkati17dec17,0,641729.story?co ll=la-opinion-center *************** IATA Positions Available: The IATA Board of Governors has approved the launch of the new IATA Safety Audit for Ground Operations (ISAGO), a standardized global audit of ground handling companies. The following job vacancies are available for application: - Assistant Director, ISAGO - Manager, ISAGO Quality - Analyst, ISAGO Quality - Coordinator, ISAGO Pool Details of all posts can be found at www.iata.org, click on "Careers". *****************