30 JUL 2009 _______________________________________ *American Airlines Jet Forced to Land After Bird Strike *New Air France Incident Involved Upgraded Pitot Tube *Textron Appoints A New CEO For Bell Helicopter *Qantas marks 50 years of jets across the Pacific *Up in the Air: New Worries About ‘Fume Events’ on Planes *Congress takes steps to improve airline safety *Boeing 787 Supplier Balks At Brake-Software Redesign Cost *BRS Announces Re-Branding Campaign *Feds: Pa. man aimed laser at police helicopter *Royal Jordanian names new chief executive **************************************** American Airlines Jet Forced to Land After Bird Strike An American Airlines jet was forced to make an emergency landing Wednesday shortly after taking off in Missouri after one of its engines was disabled by a collision with a bird. The American Airlines MD-80 jet landed at Lambert Airport in St. Louis shortly after takeoff around 2 p.m., FOX 2 in St. Louis reported. "I was looking out the window when I saw a big ole' white thing flash by, then the engine jarred like someone dropped a ton of bricks on it," passenger Steve Quinlivan told FOX 2 by phone. "Then I saw the whole thing come out the back end of it. They said we hit a bird, and it smelled like me barbecuing and forgetting my barbecue. It was a horrible smell." A passenger on board the flight to Los Angeles told FOX 2 that he saw a bird "go into the engine," as the plane climbed. The airline confirmed that the plane's right engine was disabled by the bird strike. American Airlines officials told FOX 2 the pilot immediately declared an emergency and returned to the airport. None of the 140 people on board were injured. http://www.foxnews.com/story/0,2933,535441,00.html?test=latestnews ************** New Air France Incident Involved Upgraded Pitot Tube Air France confirmed that one of its Airbus A320s operating with the latest Thales pitot tube design encountered a brief problem during a flight between Rome and Paris, resulting in an anomalous speed indication. The July 13 incident involving Flight AF1905 lasted merely six seconds, and the airline noted the crew took the appropriate actions and there was no divergence from the flight plan. The airline said the aircraft was fitted with Thales-designed pitot tubes of the “BA” configuration. The “BA” version was fielded owing to problems with the “AA” model. Pitot tubes have been the focus of attention since the crash of Flight AF447, and Acars fault messages from the A330-200 indicated there were anomalous speed information and a pitot tube failure. That aircraft was fitted with the “AA” version of the Thales speed probes. Air France pilots briefly balked at flying A330/A340s with that configuration, insisting that at least two of three probes on each aircraft be of the “BA” type. Air France, even before the AF447 crash, had decided to upgrade the pitot tubes, but then expedited the upgrade. Regarding the AF1905 incident, Air France said the tubes likely suffered icing at high altitude. It added that “even though fleeting, the incident on the A320 was reported and is currently being closely examined by the manufacturers and the authorities.” http://www.aviationweek.com ************** Textron Appoints A New CEO For Bell Helicopter New CFO For Textron Also Named Following a 6 week labor negotiation that resulted in a new contract with its primary helicopter manufacturing union in Texas, Textron has announced a change at the top of Bell Helicopter. CNBC is reporting that Textron has named John L. Garrison Jr. as the new Chief Executive at Bell. Current CEO Richard Millman is retiring August 1st. This will be Garrison's first aviation position with Textron, having served as president of the Industrial segment of the business for nearly two years. He's credited with leading process improvements and significant product launches in that division, which includes E-Z-Go Golf Carts and Jacobsen turf-maintenance equipment vehicles. Textron also announced that Frank T. Connor will be the new Chief Financial Officer. Connor is a former executive at Goldman Sachs, where he was the managing director in charge of telecom investment banking, according to CNBC. Along with Bell, Textron is the parent for Cessna Aircraft and other companies. FMI: www.bellhelicopter.com aero-news.net **************** Qantas marks 50 years of jets across the Pacific Qantas Airways on Wednesday is marking the 50th anniversary of its first jet flight across the Pacific, from Sydney to San Francisco, on July 29, 1959. As Qantas notes on its video, Qantas was the first non-U.S. airline to fly the Boeing 707, Boeing's first commercial jet, and was the first to fly it trans-Pacific. That first Boeing 707 flight took just under 15 hours, with stops in Fiji and Hawaii. Its predecessor, the Lockheed Super Constellation, took nearly twice as long. The Boeing 707 flew 550 miles per hour at up to 40,000 feet, faster than the Connie's 335 mph and higher than its 20,000-foot limit. The 707 also carried twice as many seats as the Lockheeds, with 24 seats in first class and 60 in economy. Of course, today Qantas flies the Boeing 747-400 on the Sydney-SFO route, scheduled at just under 14 hours eastbound and with more than 300 seats. The first trans-oceanic service by the Boeing 707 was operated by Pan American World Airways, which flew the airplane from New York to Paris on Oct. 26, 1958. http://aviationblog.dallasnews.com/archives/2009/07/qantas-marks-50-years-of-jets.html **************** Up in the Air: New Worries About ‘Fume Events’ on Planes Any frequent flier knows that air on a plane can get pretty foul. But can it be toxic? Flight crews and travelers are increasingly concerned with that question, amid growing attention to a particular aspect of the air pumped into planes. Air travelers breathe a combination of recycled cabin air and outside fresh air that has been compressed by the aircraft’s engines—known as “bleed air.” But when the system malfunctions, chemical contaminants can occasionally end up circulating through the airplane, creating a so-called fume event. Some crew claim contaminants can enter cabins. Airline companies and jet manufacturers say that fume events are rare, and that when they do occur, air quality still exceeds safety standards. But unions representing pilots and flight attendants say the chemicals entering the aircraft cabin can endanger the health of flight crews and passengers. Some unions have begun warning their members of potential respiratory and neurological dangers. At least two lawsuits have been filed in the U.S. by passengers and airline workers claiming contaminated cabin air made them sick. And investigations by the Federal Aviation Administration and other regulators around the world are seeking to determine what chemicals might be introduced, and what the health effects might be, when compressed engine air becomes contaminated with residues of engine oil, hydraulic fluid or other substances. Some small studies already completed have generally been inconclusive, largely because of the difficulty of monitoring contamination events that occur so infrequently. One such incident is suspected of having taken place on US Airways flight 1231 from Philadelphia to Tampa in March. When an unidentifiable smell floated through the cabin during the flight, one flight attendant thought it smelled like vomit, while the plane’s first officer believed “it didn’t smell toxic, just very unpleasant,” according to Judith Murawski, a health-hazards researcher at the Association of Flight Attendants who spoke to some of the crew after the incident. By the time the Airbus 319 plane landed in Tampa around 9 p.m., some of the crew and passengers complained of feeling sick with headaches, itchy eyes, sore throats and nausea, Ms. Murawski said. Many of the crew spent the night at a local hospital having blood drawn and getting chest X-rays, she said. According to US Airways maintenance records, which were reviewed by The Wall Street Journal, the airline’s maintenance crew determined that the strange smell occurred because of an oil leak in the plane’s auxiliary power unit, a small engine that powers an airplane’s ventilation and other systems while the craft is still on the ground. Oil leaks in the auxiliary power unit have “been known to cause an unpleasant smell in the aircraft,” said Morgan Durrant, a US Airways Group Inc. spokesman. But the airline doesn’t believe it’s a hazard to anyone’s health, he says. Still, after some crew of the Tampa-bound flight sought medical attention, the airline investigated the cause in line with company policy. “In this case, we changed the auxiliary power unit the next day,” he said. He said the airline had no record that passengers sought medical assistance after the flight. A spokeswoman for Airbus, a unit of European Aeronautic Defence & Space Co., said: “Airbus aircraft are designed to avoid air contamination in normal operating conditions.” Aircraft rely on engine bleed air to pressurize cabins, provide ventilation and other uses. Once compressed, the air is cooled and sent into the cabin and cockpit. About 50% of the air in a plane’s cabin is bleed air, and the rest is filtered recirculated air. Cockpits sometimes use 100% bleed air. Leaking Engine Seals Bleed air can get contaminated from engine oils and fluids when seals leak or when maintenance crews overfill fluid reservoirs. One contaminant that has raised concerns among airline unions and some scientists is tricresyl phosphate, an antiwear additive found in the engine oil of commercial jet liners that has been linked to neurological damage when ingested. Terry Williams, a 40-year-old flight attendant with American Airlines, recently sued Boeing Co. and its McDonnell Douglas subsidiary after she started to feel sick during an April 2007 flight. After the plane touched down in Dallas, she observed “a smoky mist spewing from the ventilation system,” according to the complaint. Since then, Ms. Williams said, she has experienced tremors, vision problems and headaches. “It’s been a complete life change. I’m a mother of a 3- and a 5-year-old,” said Ms. Williams, who is currently on disability leave. AMR Corp.’s American Airlines, which wasn’t named in the lawsuit, declined to comment on the incident. Boeing also faces a lawsuit filed by a group of 20 passengers who flew on a charter flight from London to Orlando, Fla., in February 2007. The group says bleed air contaminated by an oil leak made them sick on a Boeing 767, according to the complaint. Since then, passengers say they have had respiratory problems, severe headaches, vomiting, bowel problems and extreme fatigue, the complaint says. “The events alleged in these two lawsuits occurred more than two years ago,” said Dick Schleh, a Boeing spokesman. “We don’t yet know anything about the facts and circumstances surrounding the flights at issue in these lawsuits because the operators of the subject aircraft never reported anything unusual to Boeing.” The suit involving the charter flight also names as defendants aerospace concerns Hamilton Sundstrand Corp. and its parent, United Technologies Corp., and AAR Parts Trading Inc., a subsidiary of AAR Corp. ”As a matter of policy, we do not comment on pending litigation,” said Matthew Perra, a United Technologies spokesman. A spokesman for AAR Corp. said the company doesn’t comment on pending litigation. The charter flight was operated by XL Airways, a unit of XL Leisure Group PLC, which ceased operating last year. A representative for the company, which wasn’t named in the suit, couldn’t be reached for comment. Mr. Schleh, the Boeing spokesman, said that, in general, when bleed-air contamination occurs, “levels of these compounds of contaminants are low.” He added that air on planes is healthy, safe and exceeds air-quality standards. Still, Mr. Schleh said, “Boeing is supportive of additional research” into bleed-air contamination. How often bleed-air contamination occurs is unclear. A British government committee studying the matter estimated that fume events happen on 1% of flights, based on pilot reports. But it found a much lower rate of incidence—0.05% of flights—from studying airline maintenance reports. Those data suggest that between 14 and 279 flights that take off in the U.S. each day might experience a fume event. Between 1999 and 2008, the FAA recorded over 900 fume events. But some airline-worker unions believe that contamination events are underreported by airlines and pilots. The event on the US Airways flight in March, for example, wasn’t reported to the FAA. Mr. Durrant, the US Airways spokesman, said the airline believes “an unpleasant smell in the aircraft does not warrant reporting to the FAA. If it was smoke, we would.” There is no reporting system in place to track people with symptoms they suspect stem from contaminated airplane air. In 2003, Congress asked the FAA to fund research on bleed-air contamination. The research team, made up of academic scientists and union officials, collected air samples from 63 flights and collected health questionnaires from about 4,000 flight attendants. The group recently turned its findings over to the FAA for review before they are released publicly. Researchers found low levels of tricresyl phosphates in some of the air samples taken, but generally the results were inconclusive, largely because of the small number of samples gathered, says Steve Hecker, a director in the department of environmental and occupational health sciences at the University of Washington and principal investigator for the study. The FAA says other research it is conducting includes analyzing contaminants in aircraft filters and developing sensor technology that could be used to monitor onboard air. Inconclusive Evidence British regulators studied cabin air quality following complaints from a pilots union. In a 2007 report, the Committee on Toxicity of Chemicals in Food, Consumer Products and the Environment said that “it was not possible on the basis of the available evidence?...?to conclude that there is a causal association between cabin air exposures and ill health in commercial aircraft crews.” But the report said “that an association was plausible” based on the timing of contamination exposures and reports of acute health symptoms. Another study in Britain and one in Australia are under way, with results due out next year. While scientific data don’t conclude that bleed-air contamination has negative health effects, flight crew representatives say evidence is sufficiently compelling to warrant companies taking action. It is “more probable than not that inhaling engine fumes is making people sick,” says Tristan Loraine, a former British Airways captain who co-chairs a London-based committee that represents airline workers on cabin air-quality issues. Mike Holland, an American Airlines pilot and deputy chairman for radiation and environmental issues at the Allied Pilots Association, says the union recently began alerting members to the possible dangers of contaminated bleed air. He makes a point, for instance, of contacting American Airlines crew that he thinks might have been exposed to contamination based on pilot’s logs and maintenance records. He advises them of what symptoms to look for, including dizziness or difficulty breathing, and hands out a guide aimed at familiarizing medical providers with bleed-air contamination. There isn’t much passengers can do if they are concerned about bleed-air contamination. The drop-down oxygen masks on a plane provide, in part, recirculated cabin air, although pilots and flight attendants have access to pure oxygen. Airline-worker unions have suggested putting carbon or other filters into bleed-air systems to trap contaminants before they enter the cabin. But technical experts say that adding filters would require major engine adjustments to keep the correct amount of air flowing into the cabin and maintain fuel efficiency. There are “many, many things you would have to think about before doing something like that,” says Andreas Halske, an engine expert and propulsion system engineer at Lufthansa Technik AG. http://online.wsj.com/article/SB10001424052970204900904574302293012711628.html **************** Congress takes steps to improve airline safety WASHINGTON (AP)— Congress is taking steps to toughen regulations on pilot training, qualifications and hours in response to accidents involving regional airlines, including a February crash in upstate New York that killed 50 people. Lawmakers want to raise the minimum number of flight hours required to become an airline pilot from the current 250 to 1,500 and give air carriers greater access to the past training records of pilots they're considering hiring. Revising the rules governing how many hours pilots can be required to work before they're given rest also is being considered. The bipartisan proposals are contained in a House bill introduced Wednesday by key members of the House Transportation and Infrastructure Committee. The committee is expected to vote Thursday to send the bill to the full House for action. "Our bill is a comprehensive effort to consolidate what we know industrywide about aviation safety to improve safety performance going forward," said Rep. Jerry Costello, D-Ill., chairman of the aviation subcommittee. The impetus for the bill was Continental Connection Flight 3407, which crashed on Feb. 12 as it prepared to land at Buffalo-Niagara International Airport, killing all 49 aboard and one man in a house below. Testimony at a National Transportation Safety Board hearing in May indicated the flight's captain and first officer made a series of critical errors leading up to the accident, possibly because they were fatigued or unwell. The flight was operated for Continental by Colgan Air Inc. of Manassas, Va. Documents released by NTSB show the 24-year-old co-pilot earned less than $16,000 the previous year, which was her first year working for the regional air carrier. On the day of the crash she said she felt sick, but didn't want to pull out of the flight because she'd have to pay for a hotel room. The flight's captain didn't have hands-on training on a key piece of safety equipment that played a critical role in the last seconds of the flight. He also had failed several tests of his piloting skills before coming to Colgan. The last six U.S. airline crashes have all involved regional air carriers, and pilot performance was a factor in three of those cases. Other provisions in the bill would: _ Require airlines to take a new approach to scheduling pilots that has been long advocated by fatigue experts. Airlines would have to take into account that some kinds of flying — such as shorter flights with more frequent takeoffs and landings — are more tiring than other types of flying, and adjust schedules accordingly. _ Direct the National Academy of Science to study how commuting by pilots contributes to fatigue and provide preliminary results after four months to the Federal Aviation Administration. Rep. John Mica, R-Fla., a co-sponsor of the bill, said the bill contains provisions opposed by both labor unions and airlines, "who will probably raise some Cain over this." The bill is H.R. 3371. On the Net: Congress: http://thomas.loc.gov *************** Boeing 787 Supplier Balks At Brake-Software Redesign Cost CHICAGO -(Dow Jones)- A contractor on Boeing Co.'s (BA) delayed 787 aircraft program said new software for the plane's braking system has yet to be completed amid a disagreement over who should pay for the work. Crane Co. (CR) has already been forced to redesign the brake-control system for the yet-to-fly plane, in partnership with a unit of General Electric Co. ( GE). The spat highlights strains in the extended supply chain for the 787, and extra work required to perfect new technology. That has put Boeing under pressure to provide financial support for partners affected by multiple delays to the project and has left the plane manufacturer sitting on almost $8 billion in inventory. Boeing identified problems with software for the electronic brake controls more than a year ago, and in February Crane said it would revamp the system, but it has yet to agree with GE Aviation on who should pay. Tim MacCarrick, Crane's chief financial officer, said during a conference call Tuesday that the redesign stemmed from "aircraft level changes" and "factors out of our control." "Our view is that we're a long-time supplier to Boeing and we'd be happy to do [the work]," he said. "We just expect to be paid for it. At this point, there's been really no further progress in those discussions [with GE]." A spokesperson for GE Aviation said brake-control monitoring hardware and software products on the first of the 787's have passed flight-safety qualifications and are ready for the first flight. "We are not introducing changes that would require re-qualification," said Jennifer Villarreal. She said the changes mentioned by Crane will be made in the future, and phased into later production. "We won't disclose specific actions or details tied to our agreements with our suppliers or customers," she added. Boeing couldn't immediately be reached for comment, but has a similar policy not to disclose contract details. "We have a pretty good idea" of what Boeing's new requirements will be," Crane's MacCarrick said, but a final plan hasn't been worked out yet. He didn't say how much he believed the changes would cost. Crane, a diversified industrial manufacturer, counts the work on the 787 as a major part of its aerospace business. Along with other companies, Crane has seen commercial-aerospace sales nosedive this year as the airline industry copes with a global recession. In partnership with GE, Crane is working on the first all-electric, rather than hydraulic, braking system for a commercial aircraft. Crane supplies software for digital brake monitoring. Other companies make the brakes. Boeing has struggled with game-changing technology for the 787, with most of the problems related to the use of composite materials to replace aluminum on the body and wings of the aircraft. But last year, Boeing said a problem with the brake system was holding up plans for the first flight of the 787. While the problem appeared to have been solved, Crane told analysts in February that it was seeing cost overruns on the 787. Crane Chief Executive Eric Fast said spending "clearly far exceeds anything that we originally contemplated...and I can say that, universally among the supply-chain community for this airplane, we are not alone and unfortunately [ are] exceeding our original targets." Boeing and other suppliers have said they have discussed compensation for delays -not necessarily design changes - to the 787, which is now more than two years behind schedule. A recently discovered structural flaw caused Boeing in June to again delay the first flight of the aircraft. Boeing said it plans during this quarter to provide a new schedule for production and delivery, and to explain added costs it expects to incur. http://money.cnn.com/news/newsfeeds/articles/djf500/200907291059DOWJONESDJONLINE000684_FORTUNE5.htm **************** BRS Announces Re-Branding Campaign BRS Introduces Major Re-Branding Drive Designed to Communicate Its New Initiative of Providing Diverse Aviation Safety Solutions to a Broadened Marketplace SOUTH ST. PAUL, MN -- (Marketwire) -- 07/29/09 -- BRS Aerospace (PINKSHEETS: BRSI), a manufacturer of whole-aircraft emergency parachute systems, military cargo and personnel parachutes, as well as reflective safety products announced today that, beginning immediately, Ballistic Recovery Systems will be known as BRS Aerospace. The promotion, which includes a new corporate identity and logo, as well as a revised corporate website (www.brsaerospace.com), will be launched through a variety of sales and marketing initiatives, including media campaigns. The re-branding will support the company's expanded product offerings which leverage its extensive management experience, assorted manufacturing capabilities in US and out-US locations, and established aircraft platform applications. "We are very enthusiastic about our rebranding initiative. This will serve to communicate how BRS Aerospace is constantly adapting to match the fluid nature of demand," said Larry E. Williams, President and CEO. "Today's marketplace requires us to look beyond our traditional designs and manufacturing capabilities and position BRS Aerospace to leverage our new found successes, especially in the defense products market." "Rebranding ourselves is far more than a name change -- it demonstrates BRS's long-term commitment to aggressively grow and enhance the parachute and aviation safety products businesses," said Gary Moore, Vice President of Sales and Marketing. "The fact that we've been successful in winning recent contracts such as the B-52 deceleration parachute, Air Force 16-foot Ringslot, the Bureau of Land Management's drogue parachute, the Army's G-12 cargo parachute, and a number of Unmanned Aerial Vehicle (UAV) applications only prove that we are becoming more and more recognized throughout the broader aerospace community. We anticipate further awards coming our way in the near to mid-term and our current and future product mix reflect this reality. Therefore, re-branding ourselves as BRS Aerospace better reflects the strategic value we now bring to the table as we stretch into these new market segments. However, be assured that the traditional BRS product line will continue to be at the forefront of our BRS Aerospace product offerings... a proven product still unparalleled in the industry which is credited with having saved 236 lives to date." BRS Aerospace will continue to use the "umbrella" BRS name to represent its various product lines, but will operate under three separate divisions: BRS Aviation (formerly Ballistic Recovery Systems) -- based in South St. Paul, Minnesota, this division will provide whole-aircraft emergency recovery parachute systems for use with general aviation and sport/recreational aircraft. The parachute systems are designed to safely descend an entire aircraft and its occupants in the event of an in-air emergency. Primary products include whole-aircraft emergency recovery parachutes for: -- Sport and Recreational Aircraft - Recreational/Sport aviation. The recreational aviation market is the oldest market segment. -- Light Sport Aircraft - Light Sport Aircraft (LSA) which are smaller two-seat aircraft. The FAA monitors and regulates this segment under different regulations and restrictions than those used in general aviation aircraft. -- General Aviation (GA) Aircraft - GA aircraft are certified by the FAA. The GA market has traditionally been BRS's largest segment comprising approximately 74.4% of its annual revenue. BRS Defense -- based in Pinebluff, North Carolina, this division provides parachutes for military applications such as: -- Cargo Delivery systems including: i. Traditional Round Parachutes ii. Precision Guided Ram-air Parachutes -- Personnel Systems (paratroopers and special forces) -- Unmanned Aerial Vehicles BRS Safety Products (formerly Advanced Tactical Fabrication) -- This division designs and produces safety products including personal protective equipment, high-visibility/reflective vests, and load-bearing vests. "Throughout the aviation world, the BRS name is synonymous with safety and we look forward to expanding and enhancing that reputation as BRS Aerospace," states Dave Blanchard, General Manager, BRS Aviation. BRS Defense has begun actively marketing its design and manufacturing capabilities and has recently been awarded two new contracts by the US Army to fabricate more than 3,500 "High and Low Velocity" cargo parachutes over a two-year period. Note: BRS Aerospace is exhibiting in Hangar B, booth #2017, at this year's EAA AirVenture 2009 air show in Oshkosh, WI from July 27th-August 2nd, for anyone wishing to discuss this or other issues. About BRS Aerospace Based in South Saint Paul, Minnesota, BRS Aerospace consists of three divisions: BRS Aviation which designs, manufactures, and distributes whole-aircraft emergency parachute systems for general aviation and recreational aircraft; BRS Defense which designs and manufactures a variety of parachute systems for US Department of Defense and foreign military customers; and BRS Safety which designs and manufactures reflective and load-bearing safety vests, and other safety apparel and is a leader in the "cut & sew" industry. Since 1981, BRS Aerospace has delivered more than 30,000 parachute systems to aircraft owners worldwide, including over 3,500 systems on FAA-certificated aircraft such as the Cirrus Design SR20 and SR22 manufactured in Duluth, Minnesota and a variety of Cessna aircraft including the C-172/182 and new C-162 Skycatcher. To date, BRS Aerospace parachute recovery systems have been credited with saving the lives of 236 pilots and passengers. *************** Feds: Pa. man aimed laser at police helicopter PHILADELPHIA (AP) - A Pennsylvania man is charged with injuring a police helicopter pilot when he aimed a high-powered laser at the cockpit during flight. The FBI says 51-year-old James Gautieri of Williamsport temporarily blinded Lt. Anthony Ginaldi as he tried to land the helicopter in northeast Philadelphia in April. Ginaldi had to turn over controls to a co-pilot. Police say they kept their search light on the suspect's location until police arrived to arrest him. Federal prosecutors are not discussing a possible motive. Gautieri is charged with interfering with the operation of an aircraft and reckless endangerment. A defense lawyer did not immediately return a call for comment. **************** Royal Jordanian names new chief executive Royal Jordanian Airlines has named Hussein Dabbas as its new president and chief executive, succeeding Samer Majali. Dabbas will take up the post on 1 August. He has been with the carrier for 30 years. His career at the airline has included heading the marketing department and serving as general manager for the US operation. Majali is leaving Royal Jordanian to become the chief executive of Bahrain-based Gulf Air. Source: Air Transport Intelligence news ************** Curt Lewis, P.E., CSP CURT LEWIS & ASSOCIATES, LLC