08 JAN 2009 _______________________________________ *FBI: Man threatened to bomb L.A.-bound jet *NTSB ISSUES UPDATE ON CONTINENTAL 737 ACCIDENT IN DENVER *Trial set in jet crash lawsuit against Va company *Warning issued to airlines flying Airbuses *FAA proposes another fix for Airbus A320 steering failures *Passengers Safer in the Skies as Airline Fatalities Drop 25 Per Cent *Reno airport lays off more employees, fears flight losses **************************************** FBI: Man threatened to bomb L.A.-bound jet LOS ANGELES (AP) - A man who allegedly claimed to have a bomb aboard a jetliner and lunged for a door after it landed in Los Angeles was tackled by other passengers and held for questioning Wednesday, authorities said. Delta Air Lines Flight 110 from Atlanta was only minutes from landing at Los Angeles International Airport shortly before 10:30 a.m. when the man "jumped up and started running ... (and) yelled 'I've got a bomb,'" passenger Bruce Worrilow told Fox 11 News. The plane touched down a minute or two later and as it rolled toward the terminal, the man "lunged for an exit door and also assaulted a passenger," prompting passengers and the flight crew to bind him with plastic ties, said FBI spokeswoman Laura Eimiller. "He did not have a bomb on his person," but his bags and the airplane were searched, Eimiller said. FBI agents and airport police took the man into custody. He was being questioned but had not been arrested by midafternoon. FIND MORE STORIES IN: Atlanta | Fox | Delta | Delta Air Lines | Los Angeles International Airport | Betsy Talton | Laura Eimiller The motive for the alleged threat was not immediately clear, Eimiller said. None of the 271 passengers aboard the aircraft were hurt and no other flights were disrupted, said Delta spokeswoman Betsy Talton. *************** NTSB ISSUES UPDATE ON CONTINENTAL 737 ACCIDENT IN DENVER In its continuing investigation of the Continental Airlines aircraft accident at Denver International Airport, the National Transportation Safety Board has developed the following factual information: On December 20, 2008, at 6:18 p.m. mountain standard time, Continental flight 1404, a Boeing 737-500 (registration N18611), equipped with CFM56-3B1 engines, departed the left side of runway 34R during takeoff from Denver International Airport in Aurora, Colorado. The scheduled, domestic passenger flight, operated under the provisions of Title 14 CFR Part 121, was en route to George Bush Intercontinental Airport (IAH), Houston, Texas. A total of 38 passengers and crew were transported to hospitals, and five were admitted. There were no fatalities. The airplane was substantially damaged and experienced a post-crash fire, which was located on the right side of the aircraft. Inspection of the runway following the accident revealed that it was bare and dry and free of debris. The first tire marks were found about 1,900 feet from the runway threshold. The aircraft exited the runway at about 2,650 feet from the runway threshold, continued across a snow-covered grassy drainage basin area, and crossed a taxiway and a service road before coming to rest about 2,300 feet from the point at which it departed the runway. On the night of the accident, the majority of air traffic was arriving at the airport from the south and departing from the airport to the north. Both members of the flight crew have been interviewed. The accident flight was their first flight on the fourth day of a four-day trip. The Captain, the pilot flying, had accumulated a total of about 13,000 hours, with about 5,000 in the 737. The First Officer had flown about 7,500 hours in his career with about 1,500 hours in the 737; he was the pilot monitoring. Both pilots were aware of the crosswind conditions, having been advised by Air Traffic Control (ATC) that winds were 270 degrees at 27 knots just prior to takeoff. The weather observation (METAR) in effect for Denver International Airport nearest the time of the accident was reported to be winds at 290 degrees and 24 knots with gusts to 32 knots, visibility of 10 miles, a few clouds at 4000 feet and scattered clouds at 10,000 feet. The temperature was reported as -4 degrees Celsius. Wind data has been obtained from the airport's low-level wind shear alert system (LLWAS), consisting of 32 sensors located around the field, which record wind speed and direction every 10 seconds. This information will be used to determine a better estimate of the actual crosswind component at the time of the accident. Both pilots remarked that all appeared normal until the aircraft began to deviate from the runway centerline. The Captain noted that the airplane suddenly diverged to the left, and attempts to correct the deviation with the rudder were unsuccessful. He stated that he briefly attempted to return the aircraft to the centerline by using the tiller to manipulate the steering of the nose gear but was unable to keep the aircraft on the runway. Bumping and rattling sounds audible on the Cockpit Voice Recorder (CVR) have been time- correlated with the Flight Data Recorder (FDR) and were found to have occurred as the airplane exited the runway and travelled through the grassy areas adjacent to the runway. The aircraft reached a maximum speed of 119 knots, and it was traveling at 89 knots when the CVR and FDR stopped recording. Two Continental pilots who had flown the aircraft into Denver on the previous flight were passengers on the accident flight. Neither of the pilots was aware of any anomalies on the inbound flight and reported that all the aircraft's systems had operated normally. The airplane's Quick Access Recorder (QAR) and other electronics were retrieved and sent to the NTSB laboratory in Washington. The QAR, which records aircraft data, often has more parameters or information of higher fidelity than the Flight Data Recorder (FDR). Additional items, such as flight control and nosewheel steering actuators, were also removed from the airplane for testing and evaluation. Physical inspection of the engines and information from the FDR has not indicated any evidence of pre-impact malfunctions with either engine. The FDR data shows that number one engine power was reduced before that of the number two engine during the accident sequence, and examination of the engine indicates that this reduction is consistent with snow and earth ingestion as the airplane departed the runway. The FDR data also shows that both engines were commanded into reverse thrust following rejection of the takeoff by the flight crew, which occurred after the aircraft had already left the runway. A preliminary examination of the rudder system revealed no abnormalities or malfunctions. The main landing gear and brakes, which had separated from the aircraft during the accident sequence, were found in good condition by visual examination. There were no signs of hydraulic leaking or flat spots on the tires. The flight deck controls and corresponding control surfaces were found to be in the takeoff configuration. There was no obvious damage to the passenger seats, which were found secured on their tracks. The safety belts all appeared intact although some showed evidence of fire damage. Some components of the crew seats and restraint systems have been removed for further examination. The three flight attendants indicated that there were no problems with the escape slides and that the emergency exit lights were brightly illuminated. All occupants exited the airplane via the left side doors and overwing exits. The flight attendants reported that the passenger who opened the overwing exit did so very quickly and easily. After a bottleneck of people developed by the left overwing exit, a Continental Airlines pilot, who was a passenger on the flight, directed passengers out via the doors. The aircraft has been moved from the accident site to a secure location on airport property where an examination of the nosegear and other components was conducted. While the on-scene phase of the investigation has been completed, the aircraft wreckage will remain available to the NTSB throughout the course of the investigation. ************** Trial set in jet crash lawsuit against Va company NORFOLK, Va.-The first of three civil lawsuits stemming from a 2006 jet crash in Connecticut goes to trial next week in Virginia. Preston W. Fussell is one of three survivors of the crash, which killed the two pilots. His lawsuit against Norfolk, Va.-based International Jet Charter Inc. is scheduled to be heard starting Monday. Two other survivors, Kent Fortner and Douglas Fuller, are scheduled to have their cases heard in Norfolk Circuit Court in March. The men were flying to a charity golf tournament when their chartered Learjet crashed into the Long Island Sound near the Groton-New London Airport in Connecticut. A National Transportation Safety Board report said the crew failed to properly monitor the jet's altitude. The report said fog also was a factor. http://www.boston.com/news/local/connecticut/articles/2009/01/07/trial_set_i n_jet_crash_lawsuit_against_va_company/ *************** Warning issued to airlines flying Airbuses As emergency safety directive has been issued to airlines using twin-engine Airbus A320s after both engines on one stalled over the Mediterranean, just 18 days after an Air New Zealand A320 crashed killing all seven on board. However, an Air New Zealand spokesman said its A320s, including the one that crashed, are equipped with rival International Aero Engine V2500s plant. The directive from European and United States aviation authorities, comes as mystery continues as to the cause of the Air New Zealand crash off the coast of southern France. Five New Zealanders and two Germans died in the November 28 crash during a test flight. On December 14, an Air France Airbus A321 a stretched version of the A320 suffered a double engine stall as it climbed out of Tunisia, bound for Paris. Passengers heard loud bangs from both of its CFM International 56 engines and the stalling occurred as pilots eased back on power. The engines are designed to not close down on stalling and power was quickly resumed. The aircraft made a safe emergency landing. The safety directive calls for airlines with about 1500 Airbuses to urgently check and repair high-pressure compressor fans on CFM 56s on A318s, A319s, A320s and A321s. European authorities said that since April last year, six different engines used by three operators had stalled. These were followed by the Air France incident. American authorities warned such stalling problems "could prevent continued safe flight or landing". Meanwhile, on January 13 the French crash authority, the Bureau d'Enquetes et d'Analyses (BEA), will hold a Paris meeting in a bid to move the Air New Zealand investigation forward. Aviation sources say it is coming under pressure to come up with an explanation as the A320 is a European and North American commuter workhorse. Concern was already mounting following an October incident with a Qantas Airbus A330 that lost altitude after going into a dive, injuring 40. A safety directive on software was issued for A320s last month. The Air New Zealand plane plunged into the sea without issuing a distress call. Six of the seven bodies have been recovered but are still undergoing dna testing for identification. http://www.stuff.co.nz/4812003a12.html *************** FAA proposes another fix for Airbus A320 steering failures Operators of as many as 591 US-registered Airbus A319, A320 and A321s will be required to change out the nose wheel braking and steering control unit (BSCU) of their aircraft under a proposed airworthiness directive (AD) issued by the US FAA today. The AD, which replaces a 1994 directive also aimed at correcting similar issues with the BSCU, would codify actions that Airbus called for under a mandatory service bulletin (SB) issued 10 January 2008. EASA mandated the change in February 2008. Prompting the 1994 AD were incidents in which the aircraft's nose wheel would sometimes rotate uncontrolled to the 90 degree position after landing, "which resulted in significant damage to the wheels," the FAA writes. Software changes to the BSCU steering logic were developed by Airbus, but the modification "has shown not to be sufficient to address the identified failure mechanism," as witnessed by a lateral runway excursion by an A320 in 2005, says the FAA. In that incident, investigators determined afterward that the A320 had landed with the nose wheel rotated about 20 degrees off centre. During post-incident tests of the removed BSCU, technicians found a hardware failure that affected the system's monitoring function, including system reconfiguration management, that led to the "runaway nose wheel steering," according to the AD. The latest evolution of the software, contained in BSCU standard 10, "improves the system reconfiguration management when this failure mechanism is detected," FAA writes. The AD will require operators to modify or change out the BSCUs within 18 months of the effective date of the AD, once approved, and also calls for operators change out certain Dunlop tires before further flight. Source: Air Transport Intelligence news ************* Passengers Safer in the Skies as Airline Fatalities Drop 25 Per Cent, Ascend 2008 Safety Report Reveals Chance of Dying in Fatal Air Accidents Lessens LONDON, Jan 07, 2009 (BUSINESS WIRE) -- 2008 was one of the best years on record for air safety, according to the latest data from Ascend ( www.ascendworldwide.com), the world's leading provider of information and consultancy to the global aerospace industry. Ascend's annual safety bulletin, published today, shows a 25 per cent decline between 2007 and 2008 in the number of fatalities resulting from aircraft accidents. With 539 reported passenger and crew fatalities, 2008 represents a notable improvement on the 730 fatalities recorded in 2007 and makes last year the safest on record, bar one. Only 2004 recorded fewer fatalities at 434. However, 2008 also saw 28 fatal air accidents in total, an increase of 17 per cent on 2007's 24. The fatal accident rate for 2008 of 1 per 1.3 million flights is better than the overall rate for the nine years since 2000 of 1 per 1.2 million flights. The year also compares very favourably with those of the 1990s, which recorded an average of 37.4 fatal accidents per year. Furthermore, in the 1990s, an average of 1,128 people died each year - more than twice the number in 2008. "These are very reassuring statistics," says Paul Hayes, Director, Ascend. "Although there were more fatal accidents this year than last, far fewer people died. The chances of dying in a serious air accident have reduced significantly and overall, passenger safety has improved. Despite my earlier misgivings, I am pleased to report that some industry actions, such as the EU's controversial blacklisting, have proved effective." Striving for safety improvements The worst accident of 2008 was the Spanair MD-80 crash in August, which killed 149 of the 166 passengers on board and five of six crew when it crashed beside the runway at Madrid Barajas Airport. Only two other accidents killed more than 50 people; the Aeroflot Nord (Boeing 737) and Itek Air (Boeing 737) crashes resulted in 82 and 65 deaths respectively. Several recent industry developments have contributed to the overall improvement in air safety over time, says Hayes. "While there has been a tragic loss of life this year, the safety record for 2008 is good news for the industry. Developments such as the European Union's blacklisting of unsafe airlines, IATA's Operational Safety Audit for member airlines and improved adherence to international safety regulations are all working to make the skies safer for passengers." To see Ascend charts relating to this release, click here: 'Fatal Accidents per Million' and 'Passenger Fatalities per Million'. SOURCE: Ascend ************** Reno airport lays off more employees, fears flight losses RENO - Reno-Tahoe International Airport, where passenger traffic and the number of flights dropped dramatically in 2008, announced the layoffs of 11 more employees Monday. The layoffs are part of $2.5 million in budget cuts, with many salaries and positions frozen. Some buyouts will be offered, airport officials said. Management, professional and firefighting division salaries will be frozen for 18 months, said Brian Kulpin, airport public affairs manager. The layoffs also come about four months after 11 passenger aides also lost jobs at the airport. "This has been a hard day for us today," Kulpin said. "We have a very family-type culture here, and these layoffs are difficult for us because we know these people and we have worked together very closely with them." Those laid off will remain on the job for 30 to 90 days, depending on collective bargaining agreements and employment rules, airport officials said. The layoffs and budget cuts were necessary because of decreases in revenue, airport officials said. The airport operates on revenue generated by leases, concessions, gaming and airline fees, receiving no local tax money. The airport had a nearly 25% drop in passenger traffic in November compared with the same month of 2007, the largest single-month drop since October 2001, the month after the Sept. 11 terrorist attacks. Passenger volume in 2008 was less than in 2007 and 2006 for every month except one. "It is a direct result that our revenues are dropping because our passenger statistics are so far down," Kulpin said. Of equal concern is the drop in the load factor, the percentage of empty seats on an airplane. Reno's load factors for the major carriers - Southwest, United, American and Delta - are 9% to 10% below system averages and that could lead to the loss of more flights. "(Planes) are going out of here with empty seats," said Tom Medland, director of air service business development. "The community and this region are not filling the existing seats we have in the market. And keep in mind, this is after they took out 17 flights and 1,500 seats (last year)." The airport is expected to lose three more Southwest flights and an American Airlines flight by May. "(Airline carriers) are saying that they are seeing a very soft summer period (for Reno), and that is significant because the summer is the peak for any airline," Medland said. "If things get worse in the first quarter ... you will see airlines take action. Even if they have their schedules published, they will reduce their schedules even more." Kulpin issued a "call to action." "We need to get people back to flying," he said. "And that is a tough thing to tell people right now because they are holding onto their dollars. But for the sake of all of us in the long run, we need a viable and healthy airport bringing people into the region to keep a lot of people employed." http://www.usatoday.com/travel/flights/2009-01-07-reno-airport-layoffs_N.htm ***************