14 FEB 2008 _______________________________________ *Marine Jet Crashes in North Carolina *10 injured in Armenia plane crash *Runway Safety Focus Of House Subcommittee Meeting *DC-9 Ground Accident (Venezuela) *CASSOA board approves activities to improve civil aviation safety and security in Africa *NTSB Issues Preliminary Report On NC King Air Downing *Airbus sees huge potential in China in private aviation *Passengers exposed to measles on San Diego-Hawaii flight *************************************** Marine Jet Crashes in North Carolina CAMP LEJEUNE, N.C. (AP) - The Marine Corps says one of its fighter jets has crashed during a training mission in coastal North Carolina. But the corps says the pilot ejected safely and is fine. The II Marine Expeditionary Force says the AV-8B Harrier crashed at about 1 p.m. Wednesday. Officials say the aircraft lost engine power. The Marines say the pilot ejected safely and was taken back to Marine Corps Air Station Cherry Point. The aircraft was part of the 24th Marine Expeditionary Unit. A Marine spokeswoman says the pilot was checked at the base clinic and released. *************** 10 injured in Armenia plane crash YEREVAN, Armenia (AP): A plane carrying 21 people crashed on takeoff from Armenia's capital early Thursday, injuring at least 10 people, the head of the country's civil aviation authority said. The plane, a Canadair CRJ-100, was heading for Minsk, Belarus, when it flipped over on the runway at Zvartnots Airport and burst into flames, Avtiom Movsesian said. He said there were 18 passengers and three crew members aboard. Ten people were hospitalized with injuries. A spokesman for the airport, Gevorg Abramian, said none of the injuries appeared to be life-threatening. The plane belonged to Belarus' state airline Belavia. ***** Status: Preliminary Date: 14 FEB 2008 Type: Canadair RJ Operator: Belavia Registration: C/n / msn: First flight: Crew: Fatalities: 0 / Occupants: 3 Passengers: Fatalities: 0 / Occupants: 18 Total: Fatalities: 0 / Occupants: 21 Airplane damage: W/o Location: Yevervan-Zvartnots (Armenia) Phase: Takeoff Nature: Passenger Departure airport: Yevervan-Zvartnots (EVN/UDYZ), Armenia Destination airport: Minsk International 1 Airport (MHP/UMMM), Belarus Narrative: flipped over and burst into flames during takeoff (aviation-safety.net) **************** Runway Safety Focus Of House Subcommittee Meeting Industry, FAA Debate Ways To Deal With Incursions Though most of Wednesday's clamor in the halls of Congress had to do with baseball, Roger Clemens, and steroids, another debate raged before the House Subcommittee on Aviation -- what could be done to stem what seems to be a growing tide of runway incursions at the nation's airports. Committee members heard from a variety of industry officials regarding the problem. Below are excerpts from written testimony given by Hank Krakowski, Chief Operating Officer of the Air Traffic Organization of the FAA, before the subcommittee: "At the Federal Aviation Administration, safety is our first priority. I am pleased to report that 2007 was the safest year yet for aviation in our Nation's history. We work around the clock to continually improve safety. We look at all areas to improve safety, including airports and markings, operational procedures, and equipment. In recent years, the FAA has formally incorporated this culture of safety into our strategic plan, called the Flight Plan, and we have devoted millions of dollars in research and procuring technology to aid our controllers and pilots in moving America safely. We place such a high priority on runway safety that this is part of the performance plan for the Air Traffic Organization, and we hold our employees accountable for improvement. We have also reached out to the National Airspace System stakeholders, from controllers to pilots to airport managers to airlines to partner with us to improve runway safety. "...An aggressive and effective FAA runway safety program has reduced the number of serious runway incursions by 55 percent since 2001. In Fiscal Year 2007, we saw a 25 percent reduction in serious runway incursions from 2006. There were 24 serious runway incursions - that's Category A and B incursions - during 61 million aircraft operations, a significant reduction from the 31 incursions in FY 2006, and the 53 incursions in FY 2001. But while we have made improvements with the most serious of the runway incursions, overall runway incursions increased in FY 2007 to 370, up from 330 in FY 2006. Only 8 of the 24 serious incursions involved a commercial airline flight, and none of these 370 incursions resulted in a collision. While most of these incursions are Category C and D incidents, which pose little or no risk to the public, the increase in incursions and the fact that serious incursions are still occurring, prompted the Administrator to issue a "Call to Action" on runway safety. "... Our nation's busiest airports have runway surveillance technology installed that improves controller situational awareness on the airport movement area. The FAA has spent over $404 million to date to acquire and deploy the next generation of ground surveillance technology, known as Airport Surface Detection Equipment - Model X or ASDE-X for short. Eleven towers in the system have ASDE-X installed, and we have accelerated our installation schedule by one year - the target completion date for the last system is now September 2010. The FAA will commit more than $806 million over a 30-year period on equipment, installation, operations and maintenance of the 35 ASDE-X systems. "... Twenty of the busiest airports in America were identified for targeted Runway Safety Action Team visits based on a combination of a history of runway incursions, wrong runway events, and wrong runway risk factors. The Runway Safety Action Team visits involved service analysis meetings with air traffic control, both management and controllers, safety inspectors from FAA and the airports, and airport managers and operators. Just through the interaction and discussion among these groups, action plans to mitigate identified risks were finalized. These meetings identified over 100 short term fixes that could be accomplished within 60 days, including new or improved signage, improved marking, driver training, and other actions. This proves that a "common sense" approach to curbing runway incursions exists. Not all measures to improve runway safety will involve fielding expensive equipment and new systems. Quick and relatively inexpensive solutions include improving airfield markings, adding targeted training for controllers and aircrews, and fine-tuning air traffic procedures. Incorporating the lessons learned through the meetings with the initial 20 airports, FAA has identified a second tier of 22 airports we will be expanding this program to cover next. "...FAA has also continued to make progress in improving Runway Safety Areas (RSAs). RSAs enhance safety in the event of an undershoot, overrun, or excursion from the side of the runway. In FY 2000, FAA started an ambitious program to accelerate RSA improvements for commercial service runways that do not meet standards. The FAA developed a long-term completion plan that will ensure that all practicable improvements are completed by 2015. "Finally, the FAA is seeking input from NATCA on revamping policies for issuing taxi clearances. We are also working with NATCA to implement a voluntary reporting system for air traffic controllers similar to the Aviation Safety Action Program (ASAP) with airlines, pilots, airport operators, and the FAA. In my role at United, I was responsible for four ASAP programs for pilots, dispatchers, mechanics, and flight attendants. Because of this work, I am convinced that information from a voluntary reporting system will help us to spot trends and prevent future runway incursions. "The FAA is committed to designing an end-to-end system that seeks to eliminate runway incursions while accommodating human error. The FAA plans on creating a standing Runway Council Working Group to look at the data and address root causes, and continue to involve all who play a part in runway safety. We all have a role in the solution. Every reported runway incursion will be taken seriously, investigated thoroughly, and analyzed to determine the causal factors. The FAA continues to seek ways to improve awareness, training, and technologies and we look forward to our collaboration with airlines, airports, air traffic control and pilot unions, and aerospace manufacturers to curb runway incursions. We appreciate the Committee's interest in safety, and welcome your counsel and assistance in our efforts to reduce runway incursions and improve safety in our nation's aviation system." AOPA's Boyer Says FAA Needs Dedicated Runway Safety Director Phil Boyer, president of the Aircraft Owners and Pilots Association, noted the FAA incorrectly attributes 72 percent of all runway incursions from FY2003 through FY2006 to involving general aviation aircraft -- when AOPA's numbers state only 44 percent of all incursions in that time were pilot deviations involving GA planes, and a whopping 92 percent of those cases were classified as less severe, Category C and D incursions. "Clearly, we have a problem. And, the "we" refers to the airlines, general aviation, the FAA, the air traffic controllers, the airports -- every member of the aviation community. The number of reported incursions may be low when compared to the total number of operations conducted each year, but the potential for a catastrophic accident, makes runway safety an area of special concern for the aviation community. The potential for a runway incursion will exist as long as aircraft are operated. Unfortunately, there is no quick fix or easy solution. But one thing is apparent, what has been done and what is being done is not good enough. "The November 2007 Government Accountability Office (GAO) Aviation Runway and Ramp Safety report states "FAA's Office of Runway Safety has not carried out its leadership role." While runway safety is a shared responsibility, the AOPA Air Safety Foundation believes the FAA must once again make it a national priority and a first step would be to have the Director of the Office of Runway Safety reporting directly to the Administrator. "A cursory look at history shows that during times of inadequate leadership from the FAA, the number of runway incursions increases. In 1990, an all-time high of 281 runway incursions occurred and the National Transportation Safety Board (NTSB) added the prevention of runway incursions to its Most Wanted Safety list. Under FAA leadership and coordination, progress was made and 1993 marked a low with 186 incursions. However, we quickly saw FAA's focus and resources shift to other priorities and the result was a dramatic increase in runway incursions through the mid-90s. "Back as a top priority, in 1999, the FAA announced a new runway safety initiative, created a new program office, reestablished runway incursion action teams, held regional workshops, and created new pilot programs. A great deal of time, energy and resources was devoted to runway safety. Runway safety was an industry government partnership, and the AOPA Air Safety Foundation worked very closely with the FAA's Office of Runway Safety on training, outreach, and education. It was a cooperative and effective campaign. Progress was being made but unfortunately FAA's attention was once again diverted and existing partnerships dissolved. "As the GAO report noted, the FAA's Office of Runway Safety has not updated the national runway safety plan since 2002 despite policy that it be upgraded every two to three years. During this time the office was without a permanent director for two years and its staff was reduced by almost half. With the FAA forecasting an increase in the number of operations over the next decade, the AOPA Air Safety Foundation believes the FAA needs to once again make runway safety a national priority. Long-term, sustainable improvements in runway safety require constant, consistent and continual FAA leadership." ACI-NA Stresses Need For AIP Funding Greg Prinicipato, President of Airports Council International-North America's (ACI-NA), emphasized that airports have taken an aggressive stance to address the issue of runway incursions -- but those facilities need all the help they can get, specifically through the currently-stalled Airport Improvement Program. "Following ACI-NA's participation in the Call to Action meeting with the Federal Aviation Administration (FAA) last August, 72 of the 75 targeted large and medium airports have completed upgrades for improved centerline painting and markings on their taxiways and the four others are voluntarily accelerating the June 30, 2008, deadline set by FAA." According to Principato's testimony, 28 small airports have already voluntarily upgraded their markings, 173 airports plan to upgrade by June 2008, and an additional 50 airports plan to complete the work by the end of 2008. Another 29 airports have committed to enhancing their markings in 2009, while 28 airports have expressed interest but have not yet provided a target completion date "As you may know, many smaller airports work with private contractors for painting and, given the fact that no Airport Improvement Program (AIP) grants are being approved or distributed, some airports are unable to contract for these services at this time." "As a new FAA reauthorization bill has not yet been passed by Congress, contract authority for the AIP program expired on September 30, 2007. Congress, in a series of continuing resolutions, provided temporary AIP contract authority, but only through December 31, 2007. "Without contract authority, FAA has not issued any new AIP grants, limiting the ability of small and large airports to complete safety and capacity projects." NATCA's Forrey Says FAA Needs To Listen To Controllers' Suggestions Patrick Forrey, president of the National Air Traffic Controllers Association, started off his remarks to the committee with a familiar argument -- that there are fewer controllers watching planes to prevent incidents, due to a hostile work environment created by the FAA: "No one here today is more responsible for the safety of the runways at America's airports than controllers and pilots. NATCA has been trying to direct attention to the decreasing safety margins in our skies and on our runways for years. We are no longer alone. In the past few months, a host of independent federal watchdogs have joined the chorus in raising concerns about aviation safety. "...In November, the GAO issued a report that warned of "a high risk of a catastrophic runway collision" occurring in the United States. In December, the Transportation Department's Inspector General launched an investigation on the role that workplace conditions played in several close calls at FAA facilities in Illinois. And the NTSB recently added runways incursions and incidents caused by air traffic controller fatigue to their 2008 list of Most Wanted Aviation Safety Improvements. "...Today there are 1,500 fewer fully-certified controllers than there were on 9/11 -- leaving fewer eyes to watch more planes, and the result is increased controller fatigue. If the FAA were to return to the bargaining table where the parties left off and negotiate in good faith with NATCA, the effort would make staying in the FAA more attractive to both newly-hired controllers and those eligible for retirement." Forrey then offered additional suggestions, including greater cooperation between controllers and the FAA in implementing new ways to curb safety issues: "...NATCA recommends that the FAA work in collaboration with the Union in the development and deployment of new technology. Under the liaison program, the FAA and NATCA worked side-by-side in the creation of new technologies. ASDE-X, an effective surface surveillance system, is a product of that collaboration. NATCA recommends the deployment of this technology at all airports throughout the country with mid- to high-traffic density. "NATCA further recommends that the liaison program, dismantled by the FAA in 2003, be reinstituted. "...Because runway incursions often occurs when the layout of taxiways force aircraft to cross a runway in route to a second runway or gate, NATCA recommends that End-Around Taxiways be constructed and utilized at all airports where such construction is possible. "...NATCA stands by ready, willing and able to offer real solutions. We can only hope that the FAA is really listening." FMI: www.faa.gov, www.aopa.org, www.aci-na.org, www.natca.org aero-news.net *************** DC-9 Ground Accident (Venezuela) Date: 12 FEB 2008 Type: McDonnell Douglas DC-9-31 Operator: Aserca Airlines Registration: YV298T C/n / msn: 48147/1048 First flight: Crew: Fatalities: 0 / Occupants: Passengers: Fatalities: 0 / Occupants: Total: Fatalities: 0 / Occupants: Airplane damage: Substantial Location: Caracas-Simon Bolivar Airport (CCS) (Venezuela) Phase: Taxi Nature: - Departure airport: - Destination airport: - Narrative: After leaving the hangar at Simon Bolivar Airport (CCS), the DC-9 could not be stopped. It crossed a runway and came to rest next to runway 10L. It sustained substantial damage to the left hand wing and landing gear. (aviation-safety.net) ************* CASSOA board approves activities to improve civil aviation safety and security in Africa The Civil Aviation Safety and Security Oversight Agency (CASSOA) Board approved several activities geared at improving the safety and security of civil aviation industry in East Africa. The Board approved, among others, the programme of activities and budget for the financial year 2008/09; the qualifications, training and sharing of airworthiness and flight operations inspectors; and aerodrome and aviation security technical guidance materials. The Board also considered the gap analysis in airworthiness and flight operations inspectors within the region. (African Press Organization) (aviation-safety.net) *************** NTSB Issues Preliminary Report On NC King Air Downing Notes No Mechanical Problems With Aircraft Editor's Note: Below is the unedited text of the National Transportation Safety Board's preliminary report on the February 1 downing of a King Air C90A near Elkins, NC. As ANN reported, six persons onboard were killed after the King Air missed its first approach to Mount Airy Airport (MWK) and crashed as it circled back. Notably, the NTSB has found no evidence of mechanical issues with the accident aircraft -- and confirmed hard IFR conditions prevailed at the airport at the time of the crash. NTSB Identification: NYC08MA090 14 CFR Part 91: General Aviation Accident occurred Friday, February 01, 2008 in Mount Airy, NC Aircraft: Raytheon Aircraft Corporation C90A, registration: N57WR Injuries: 6 Fatal. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. On February 1, 2008, about 1128 eastern standard time, a Raytheon Aircraft Company C90A, N57WR, was substantially damaged when it impacted terrain while executing the missed approach for the Global Positioning System (GPS) approach to runway 36 at Mount Airy/Surry County Airport (MWK), Mount Airy, North Carolina. The certificated commercial pilot and the five passengers were fatally injured. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan had been filed for the flight, which departed Polk County Airport/Cornelius Moore Field (4A4), Cedartown, Georgia. The personal flight was conducted under 14 Code of Federal Regulations Part 91. According to witness statements, rain, low cloud ceilings, and fog were present in the local area. The pilot was first heard to check in on MWK's common traffic advisory frequency (CTAF), and announce "final 36, Mount Airy." The airplane was then observed to "break out of the clouds" at approximately 500 feet above ground level, in close proximity to the airport, and then descend "rapidly" for about 200 feet. It was then observed to "side step" to the left of the runway, and fly parallel to it for its entire length. The airplane then made a "hard" left turn at the end of the runway and climbed into the "fog." A few minutes later, it came out of the bottom of the clouds in a nose down attitude, disappeared behind trees east of the airport, and the sound of impact was heard. According to Federal Aviation Administration (FAA) preliminary air traffic control voice, and radar plot data, the airplane departed 4A4 at approximately 1024 and arrived in the vicinity of MWK approximately 50 minutes later. After arrival in the local area, the pilot contacted Greensboro Approach and advised the controller that he was level at 4,000 feet above mean sea level (msl) on a northeast-bound track toward MWK. The controller then instructed the pilot to maintain 4,000 feet msl until crossing the EDLIF waypoint, fly the GPS approach to runway 36 at MWK, and switch to the CTAF for the airport. Radar data obtained from the terminal radar approach control facility at Greensboro, North Carolina, contained recorded radar targets for the accident airplane from 1112 until 1128. During the GPS approach to runway 36, the airplane was recorded tracking inbound to the airport. The last radar target on final was recorded at 1125:40, at 2,000 feet msl, approximately 1.25 nautical miles from the runway 36 threshold. No more radar targets were recorded until 1127:49, when the target representing the airplane reappeared on radar on a left base leg at 2,300 feet msl. It then continued to turn left to about a 020-degree heading, overfly the threshold of runway 36 at 2,300 feet, and continue on a 020-degree heading for another 14 seconds. The last target was recorded to the east of the airport 0.6 nautical miles south of the accident site, at 2,700 feet msl. The accident occurred during the hours of daylight. The wreckage was located at 36 degrees, 27.797 minutes north latitude, 80 degrees, 33.042 minutes west longitude, at an elevation of 1,219 feet msl. The airplane came to rest in a residential area, upright on a magnetic heading of 200 degrees. Its angle of impact was approximately 45 degrees nose down. The fuel system was compromised in multiple locations and the ground around the wreckage was fuel soaked. No debris path existed, and the initial impact point was collocated with the remains of the airplane. All major components of the airplane were accounted for at the accident site. Examination of the wreckage on scene revealed no evidence of any preimpact malfunctions, structural failures, or in-flight fire. Evidence did indicate that the landing gear was in the extended position prior to impact, and the flaps were in the approach position. Both propellers displayed S-bending, and no anomalies were identified with either engine. The rudder trim tab actuator correlated to 1 to 2 degrees of right rudder trim. The elevator trim actuators were measured and found to be in a position which correlated to 6 to 7 degrees nose up trim, and the electric pitch trim was off. According to FAA records, the pilot held a commercial pilot certificate with ratings for airplane multiengine land, airplane single engine land, and instrument airplane. He reported 780 total hours of flight experience on his most recent application for an FAA second-class medical certificate, dated August 6, 2007. According to FAA records, the airplane was manufactured in 2005. According to maintenance records, the airplane's most recent manufacturer's recommended inspection program, phase inspection, was completed on November 9, 2007. At that time the airplane had accrued 799.7 total hours of operation. A weather observation taken about 13 minutes after the accident, included; calm winds, visibility 2 and 1/2 miles in heavy drizzle, a broken cloud layer at 300 feet, an overcast cloud layer at 600 feet, temperature 1 degree Celsius (C), dew point 0 degrees C, and an altimeter setting of 29.90 inches of mercury. The wreckage was retained by the National Transportation Safety Board for further examination. FMI: www.ntsb.gov aero-news.net *************** Airbus sees huge potential in China in private aviation HONG KONG, Feb. 13 (Xinhua) -- Airbus has begun to get orders from customers based in the Chinese mainland and are expecting more in this year, a senior member of the aviation giant's management said here Wednesday. "China has been leading the world in economic growth in recent years and this economic growth is driving growth in air travels," said David Velupillai, marketing director of Airbus' executive and private aviation department. Velupillai said that Airbus was expecting China's mainland, Hong Kong and Macao to contribute 15 of the 75 orders it may be getting from the Asia Pacific region. The potential economic downturn might affect Airbus' performance in the United States but not its sales globally, as emerging markets were growing, he said. Francois Chazelle, who heads Airbus' executive and private aviation team, acknowledged it was receiving orders from the Chinese mainland, which he said was a sign that the potential of the growing economy in private aviation was being unleashed. He declined, however, to predict the number of orders Airbus was hoping to get from China's mainland, saying that it was hard to break down the orders because some of the orders by the customers from the Chinese mainland were placed via Hong Kong- based agents. Airbus was currently producing three families of corporate jetliners, namely A320, the larger A330/340/350 and the superjumboA380, all in service for less than 20 years. Airbus said it in 2007 passed the milestone of 100 sales of its Airbus ACJ family, which comprises the A318 Elite, the Airbus Corporate Jetliner and the A320 Prestige. An Asian customer, whose name the company declined to disclose, has placed a firm order for the VIP-configured Airbus A350, the newest member of its VIP widebodies series, which include the A330/ 340/350 family and the double-decker A380. It was the second order for the extra widebody corporate jetliner. The first firm order for the jetliner was placed by a Hong Kong-based billionaire last year. Velupillai said Airbus had been in talks for several orders for the private and business version of the superjumbo A380, which saw its first order last year from Prince Alwaleed bin Talal Abdulaziz,a member of the Saudi royal family. *************** Passengers exposed to measles on San Diego-Hawaii flight SAN DIEGO (AP)-Hawaiian health officials are trying to locate 250 passengers on a San Diego to Honolulu flight who may have come in contact over the weekend with a baby infected with measles. The baby has been isolated at a military hospital in Hawaii. It's the latest case diagnosed since an outbreak began in San Diego last month after a child contracted the virus during a family trip to Switzerland. The child's two siblings were also infected. Since then, health officials have confirmed five cases and suspect at least five others. San Diego County health officials say they are also trying to find people who were at Lindbergh Field's Terminal 2, Gate 41, last Saturday morning before departure of Hawaiian Airlines Flight 15. ****************