03 MAR 2009 _______________________________________ *FAA Settles With Southwest Airlines, Assesses $7.5M Penalty *Airbus Delivers Its 500th A321 Narrowbody *Boeing B757-236 Cabin Decompression (Greece) *Getting Enough Sleep *Arab region fast becoming "Next-Gen Aviation Centre of the World" *Technical troubles ground Qantas' A380 fleet *Spanish investigate dual-engine power loss on Nostrum CRJ **************************************** FAA Settles With Southwest Airlines, Assesses $7.5M Penalty Airline Must Also Comply With Strict Requirements The Federal Aviation Administration announced Monday it has reached a settlement agreement with Southwest Airlines to resolve outstanding enforcement actions... taking the low-cost carrier to the woodshed on a number of safety-related matters, but for the moment sparing the airline from a still-larger penalty. The agreement stems from a $10.2 million civil penalty proposed on March 6, 2008 against Southwest Airlines for operating 46 airplanes on 59,791 flights without performing mandatory inspections for fuselage fatigue cracking. As ANN reported, Southwest disputed the fine but admitted to some of those charges, maintaining it informed the FAA of its own oversights in 2007. Under the agreement, Southwest Airlines will pay a $7.5 million civil penalty that could double to $15 million if the airline does not accomplish specific safety improvements outlined in the settlement agreement. "This agreement furthers aviation safety by requiring important improvements to the airline's safety program. Some of those safety measures exceed FAA regulations," said FAA Acting Administrator Lynne A. Osmus. The $7.5 million civil penalty will be paid in three installments of $2.5 million. The first payment is due within 10 business days of signing the agreement. Two additional payments will be made no later than January 15, 2010, and January 15, 2011. According to the FAA, Southwest will pay an additional $7.5 million if it does not accomplish 13 additional safety-related requirements related to personnel; manuals and procedures; company organization; and training. FAA inspectors will monitor Southwest Airlines' progress on a variety of improvements, for which the longest compliance time is one year. Among those stipulations: within 30 days, Southwest Airlines will increase the number of on-site technical representatives for heavy maintenance vendors from 27 to 35 people; within 60 days, Southwest will allow FAA inspectors improved access to information used for tracking maintenance and engineering activities; and within 90 days, the airline will designate a management head of Quality Assurance who does not have air carrier certification responsibilities. Within 180 days, the FAA requires Southwest review its Required Inspection Item (RII) procedures to ensure compliance with FAA rules related to maintenance and identify more clearly all RII items on its maintenance work instructions, engineering authorizations, and task cards. By this time next year, Southwest is also required to rewrite all FAA-approved manuals. The FAA pointedly noted the agreement does not prevent the agency from taking action against Southwest on safety issues unrelated to this settlement agreement. It's also worth noting Southwest has an overall safety record almost second to none; the only fatality attributable to the airline came in December 2005, when a small boy died after the car he was riding in was struck by a 737 that careened off an icy runway at Chicago's Midway Airport. FMI: www.southwest.com, www.faa.gov aero-news.net ************** Airbus Delivers Its 500th A321 Narrowbody Air France Takes Delivery Of Milestone Plane European planemaker Airbus recently delivered the 500th A321 ever produced. The aircraft was handed over to Air France at Airbus' Delivery Centre in Hamburg. The A321 is the largest member of the popular A320 Family. Airbus says it is the most efficient single-aisle aircraft in its segment -- which consists of larger variants of Boeing's Next-Generation 737 line, as well as the discontinued Boeing 757. Air France's A321 can accommodate 174 passengers, and is powered by CFM 56-5B/3 engines. "Air France was the first airline to operate the A320 and in our 75th anniversary year we are pleased to be receiving the 500th A321, the largest member of the family. Air France was also the first major airline to operate all four members of the A320 Family in 2003 and they have served us on our medium haul network and will continue to do so", said Pierre Vellay, Senior VP New Aircraft and Corporate Fleet Planning Air France. "We are delighted that Air France continues to renew its medium haul fleet with A321s; the preferred aircraft on medium range high-density routes," said John Leahy, Airbus Chief Operating Officer, Customers. "Airbus invests around 100 million Euros every year to keep the A320 the most eco-efficient single aisle aircraft in the world. Reaching the milestone of 500 deliveries proves the sustainability of these investments and underlines the leading position of the A321 in its market segment in terms of operational efficiency, passenger comfort and environmental friendliness." The first A321 was delivered in 1994, as well as the first one to the Air France Group. To date, Airbus has sold more than 750 A321s to about 65 customers all around the world. FMI: www.airbus.com, www.airfrance.com aero-news.net *************** Boeing B757-236 Cabin Decompression (Greece) Date: 02-MAR-2009 Time: Type: Boeing 757-236 Operator: Jet2 Registration: G-LSAA C/n / msn: 24122/187 Fatalities: Fatalities: 0 / Occupants: 192 Airplane damage: None Location: Athens (ATH) - Greece Phase: En route Nature: International Non Scheduled Passenger Departure airport: Manchester Airport (MAN/EGCC) Destination airport: Taba International Airport (TCP/HETB) Narrative: Jet Flight LS2113 had to make an precautionary landing at Athens International Airport due to a loss of cabin pressure. Greek state TV reported that five passengers who complained of difficulties with their ears were taken to the hospital as a precaution Sources: http://www.iht.com/articles/ap/2009/03/02/europe/EU-Greece-Emergency-landing .php (aviation-safety.net) *************** Getting Enough Sleep By CHRISTINE NEGRONI New airplanes like the Airbus 380 and Boeing 777 that are capable of flying nonstop for as much as 20 hours are adding urgency to a question the airlines and the Federal Aviation Administration have long wrestled with: How do you make sure the flight crews get enough sleep? In October, the F.A.A. issued an operations bulletin for "ultra long-range flights" that doubled the amount of time pilots and flight attendants must remain at their overseas destination. The change to 48 hours from 24 is intended to make sure that flight crews get two full periods of sleep before making the return flight. But seven airlines have asked the United States Court of Appeals for the Federal Circuit in Washington to set aside the new requirements, arguing that they would impose "substantial burdens and costs." The F.A.A.'s plan was based on policies that Delta Air Lines had initiated when it began flying to Mumbai, India, in 2006. And Delta has filed a petition with the court arguing that a reversal of the rules could hurt its ability to "sustain safe and economically viable operations." Delta argues that if other airlines do not have to apply at least some of those procedures on their ultra long-range flights, it will be at a competitive disadvantage. "Primary components for pilots flying these flights are that they have a 24-hour rest in advance, a 48-hour layover at the destination and a 24-hour rest period after the flight," said a Delta spokeswoman, Betsy Talton. Delta also assigns two captains and two first officers to these flights, one crew to fly the plane and another to take over so the first crew can rest en route. Stephen Powell, a Boeing 777 pilot who regularly flies to Shanghai, Mumbai and Dubai, United Arab Emirates, for Delta, said he was happy that his airline was ahead of the industry in dealing with pilot fatigue. "We have a culture that embraces how important it is to get crew rest," he said. The disagreement is not over making sure that pilots are well rested but how to accomplish that. In suing the F.A.A., the seven airlines - American, Continental, JetBlue, United, US Airways and two cargo carriers, Atlas Air and Evergreen International - argue that not enough is known about preventing fatigue in an industry like aviation that works around the clock. For many international flights leaving the United States, workdays begin at night. When crews arrive at the destination ready for bed, the sun is shining. The F.A.A. has spent more than a decade studying the effects of fatigue on workers. Dr. Martin Moore-Ede, a former medical school professor and an expert in fatigue management, has contributed to this as part of a scientific study committee, but he said he did not support the idea that longer layovers would necessarily make more rested pilots. "It's the simple solution, but it is not the best solution," said Dr. Moore-Ede, who also consults for American Airlines. He said that the longer one stays at the destination, the more acclimated the body becomes to the foreign time zone. While Delta keeps its ultra long-range crews at their overseas destinations for 48 hours, American (with flights from Chicago to Delhi) and Continental (flying from Newark to Hong Kong and India) give their pilots 24 hours. The different approaches present an opportunity to make comparisons that could lead to a more precise understanding of how to avoid fatigue. Dr. Moore-Ede suggests collecting data from each airline as they now operate. "We can measure using the tools we have," he said, "to answer important questions about how much rest the crew should have, when it should be and how long should the layover be before turning around and coming back again." How much time should be spent on the ground is not the only item in dispute. The F.A.A. is also weighing in on the number of pilots and in-flight sleeping accommodations. Delta uses Boeing 777s with a private sitting-sleeping area for pilots above the cabin, just below the roof of the airplane. There, the pilots can change into pajamas and tuck themselves into a bed or sit in a business class-size seat and read. Three hours of that, Mr. Powell says, and he emerges refreshed. "We're up there. It's quiet. It's really a good rest." Pilots flying American's Boeing 777 airplanes to India can rest in a seat reserved for them in first class or crawl into a smaller, walled-off bunk area outside the cockpit. "If you have any issues with cramped spaces, the bunk is useless," said Scott Shankland, an American pilot. "You can't sit up in the bunk. It is a horizontal position only. It's not the most desirable, but it is horizontal." Mike Rossetti, a captain at American who is on the technical analysis and scheduling committee of the Allied Pilots Association, supports the F.A.A.'s changes. "The safety of the entire operation critically depends on pilots and flight attendants being able to get adequate rest on the aircraft during the flight," he said. "That's why the quality and quantity of onboard rest facilities is so important." Continental Airlines began offering flights that could exceed 16 hours when it started service between Newark and Hong Kong in 2001. But it was not until Delta started its flight to Mumbai in 2006 that any agreement with the F.A.A. was worked out regarding crew rest, staff and layover policies. The F.A.A.'s work with Delta was then modified and applied to other American carriers. Whether the F.A.A. has the right to impose those changes without subjecting them to public comment or conducting a cost benefit analysis, will be argued in court. "To be clear, our reason for filing the lawsuit is because the F.A.A. did not follow the rulemaking process," said Tim Wagner, a spokesman for American, which is owned by AMR. For years, reduction of accidents caused by human fatigue has been on the list of the 10 most important safety improvements at the National Transportation Safety Board. It has been looking at the issue not just for pilots and flight attendants but for maintenance workers and air traffic controllers. "This is a real good start to have a dialogue," Mr. Powell, the Delta pilot, said recently, chipper and optimistic before departing for a 16-hour flight to Shanghai. "This may be just the beginning." http://www.nytimes.com/2009/03/03/business/03rest.html?_r=1&ref=business **************** Arab region fast becoming "Next-Gen Aviation Centre of the World" Aviation experts, who convened in Abu Dhabi today to discuss the future of the Middle East Aviation industry in the still unfolding global economic crisis, were bullish about the region's prospects citing the underlying issues, trends and recent growth patterns as some of the reasons for this outlook. They believe that the Middle East aviation sector is set to soar. The 2nd Middle East Aviation Outlook Summit organized by Terrapinn, a leading global business media company, unveiled results of the Centre for Asia Pacific Aviation (CAPA) report which declared that the region "will be growing while others are stagnating." "The Middle East is poised to shine," according to CAPA report. Hifazat Ahmad, General Manager of Terrapinn Middle East said: "What we heard today from global and regional aviation industry leaders was candid and bold. The good news is it was also positive. The reasons for rapid growth in the aviation sector are somewhat complex, but almost all agreed that the overall future outlook is upbeat. This youthful region is to shape the growth of the future of aviation." Peter Harbison, Chairman of CAPA who will chair the Summit of the conference, said: "A picture emerges of a potentially remarkable and long-term sustainable growth path in the Middle East, rather than an excessive, unplanned, over-hyped bubble which is about to burst, as many outside the region, and some within, may believe. "Whatever happens in the remainder of the world, there are still strong indications that the region will continue to support strong levels of traffic growth. This applies both to long-haul, hub services and short-haul, point to point operations," he observed. The rapid growth in the aviation sector is expected to continue and will be supported by the region's underlying economic growth and regional commercial development. The strategic geographic location, adoption of new technology and regulatory issues are some of the other reasons for this outlook. "A vibrant aviation sector is a key factor in the diversification of Middle East economies and plays a key enabling role for many other sectors, including the growing financial services and tourism industries." Because of the importance aviation assumes in several nations' economic diversification strategies, several of the region's players have been undertaking large-scale expansion, injecting billions of dollars into fleet renewal, airport augmentation and tourism-related infrastructure projects. Peter Harbison remarked: "The region's geographic situation is merely good fortune; but it is by adding the other two ingredients that a powerful recipe for growth is created. With new generation aircraft technology, Arab airlines now have the ability to access any point in the world non-stop. Combined with the simultaneous easing of market access, this makes one-stop global travel increasingly possible. He added: "There is however an additional but vital catalyst which converts the potential of these ingredients into immediate growth: sophisticated management of the aviation and tourism supply chain. Some countries in the region have elevated that art to a new level, greatly assisting the process of expansion. In brief, the region is fast becoming the 'Next-Gen aviation centre of the world'." He explained that as the world, led by the US and the UK, is slumping into economic decline, it would be wholly unrealistic to believe that the United Arab Emirates, along with every other country, will be immune from the global credit crunch and the economic downturn. However, the region and the Gulf in particular have shown a resilience that is absent from many other markets. Furthermore, there are indications that the premium sector has held up much better than in other parts of the world and its market share is soaring. "The region is not immune to financial constraints, but well supported," he noted. "The timing of this downturn probably comes at an almost ideal time for the expansion of some of the leading airlines in the region, as they consolidate their positions in a global order. "A continuing expansion of each of the Gulf carriers through negative economic conditions, while many competitors cut back, has both short and long term implications. But, as the world economy starts to pick up, the advantages of having maintained a strenuous delivery schedule will start to show through. The region's airlines will then possess younger and more fuel efficient fleets, positioning them well to capitalise as markets resume growth," he concluded. The Aviation Outlook Summit event, which continues to 5 March at Beach Rotana Hotel and Towers in Abu Dhabi, includes participants from the world's top airlines including Etihad, Oman Air, Turkish Airlines, Wataniya, Royal Jet, Gulf Air, Air Arabia, Sama, Jazeera Airways, Airblue, Kingfisher, Air Asia X, Kuwait Airways and Mihinlanka Airlines and Virgin Blue. It also features Leaders from the Middle East's foremost airports authorities including Abu Dhabi Airports Company (ADAC) Oman Airports Management Company and Cairo Airport Company. http://www.albawaba.com/en/countries/UAE/241167 *************** Technical troubles ground Qantas' A380 fleet Australia's Qantas Airways is working to get its Airbus A380 fleet back in full service after all three of its aircraft were grounded over the past 24hr as a result of technical issues. The Oneworld alliance carrier confirms in a statement to ATI that all three of its A380s were grounded, two for the same reason and one for a different reason. One is already back in service, another is due back in service later today and the third should go back in service tomorrow. "Qantas is an early customer of the A380 and naturally, as with any new aircraft type and like other operators of the A380, we expect the occasional issue to arise," says the airline. "We are working very closely with Airbus to resolve these but we remain committed to the A380 as the cornerstone of our new generation product offering." Qantas says two of its A380s were declared "unserviceable with a fuel tank indication system problem" while the third "experienced a nose wheel ground steering issue and an unrelated fuel leak issue". A spokesman says from Sydney that no additional details are available about the technical troubles. "We have deployed Boeing 747s to cover affected services and all passengers are travelling in their booked class or higher," the carrier adds. Qantas says the first aircraft to be put back into service is currenly operating as flight QF10 on a London-Singapore-Melbourne routing, having departed London Heathrow at 23:25 on 2 March. It says a second A380 is scheduled to operate flight QF31 on a Sydney-Singapore-London Heathrow routing departing Sydney at 17:40 today. "The third A380 is scheduled to be back in operation tomorrow," it adds. Source: Air Transport Intelligence news *************** Spanish investigate dual-engine power loss on Nostrum CRJ Spanish investigators have opened an inquiry after an Air Nostrum Bombardier CRJ200 alternately lost power in each engine during a domestic service. The aircraft had departed Madrid for Santander, with 44 occupants, at 17:13 on 24 February. Spain's ministry of transport says that "some miles" before landing at Santander, the right-hand General Electric CF34 engine stopped, followed by the left-hand one. "The incident occurred for about no more than two minutes in total, always at least with one engine working," says a spokesman for the ministry. "The crew activated the emergency [procedures] and suddenly both engines worked at the same time." Spain's air accident investigation agency CIAIAC says the incident occurred 55nm (102km) from Santander. It has identified the aircraft as a CRJ200ER registered EC-IKZ, serial number 7732, which Flight's ACAS database lists as a six-year old leased airframe. "The landing operation was totally successful," says the ministry spokesman. He adds that CIAIAC has requested information from Bombardier and General Electric to support its inquiry. Source: Air Transport Intelligence news **************** Curt Lewis, P.E., CSP CURT LEWIS & ASSOCIATES, LLC