Flight Safety Information November 12, 2012 - No. 227 In This Issue Southwest jet skids off snowy taxiway in Denver Emirates A380 jet returns to Sydney after engine fire Plane returns to Phoenix after mechanical problem CAAP prepares to pay P40M yearly for flight check aircraft (Philippines) PROS IOSA Audit Experts Airlines Face Acute Shortage of Pilots Who Is Too Fat To Fly? Airlines Are Working It Out ISASI - 2013 - Call For Papers International Accident Investigation Forum...Singapore Southwest jet skids off snowy taxiway in Denver DENVER (AP) - A Southwest Airlines jet slid off a taxiway at Denver International Airport on Saturday amid light snowfall and freezing temperatures. DIA spokeswoman Jenny Schiavone confirmed that the aircraft slid off the taxiway shortly after 5 p.m. There were no reports of injuries. "While taxiing to the terminal, the nosewheel of the aircraft departed the taxiway," said a statement posted on Southwest Airlines' official blog. "There were 125 Customers and five crew members onboard, all of whom were deplaned and bussed back to the terminal. No injuries have been reported." A Twitter user named "Brad" who said he was aboard the flight reported that the pilot said he had hit a patch of ice and the plane kept going straight. The Denver-bound Boeing 737 had departed Saturday afternoon from Metropolitan Oakland International in California. Schiavone says flight schedules and overall DIA operations were not disrupted following the incident. Dallas-based Southwest said it was working to help passengers who were making connections to other cities. Back to Top Emirates A380 jet returns to Sydney after engine fire CANBERRA (Reuters) - An A380 Emirates jet bound for Dubai was forced to return to Australia on Sunday night when one of its engines caught fire soon after take-off. The flight, with 380 passengers on board, was just 20 minutes into its flight from Sydney to Dubai and climbing at an altitude of 10,000 feet when it experienced a problem with one of its engines. "Emirates flight EK413 from Sydney to Dubai on 11 November turned back shortly after take-off due to an engine fault. Passengers are being re-booked on alternative flights," the airline said in a statement on Monday. A mid-air engine blowout in November 2010 on an A380 using Rolls Royce Trent engines prompted Australia's Qantas Airlines to ground its entire fleet of Airbus superjumbos for nearly a month. Emirates, the world's biggest user of A380s, uses rival GP7200 engines built by Engine Alliance, a joint venture between engine manufacturers General Electric and Pratt & Whitney. on the giant double-deck aircraft, manufactured by Airbus parent EADS, said the superjumbo experienced a "judder" and then they saw flames shooting several metres out of one of the engines. "I saw a flash. I thought it could have been lightning, but then we saw flames come out of the engine. The whole interior of the A380 lit up," passenger John Fothergill, 49, from New Zealand told Australia's Daily Telegraph newspaper. Emirates apologised for the inconvenience to its passengers and said their safety was "of the highest priority and will not be compromised." Superjumbos, worth $375 million apiece, typically carry around 525 passengers. A380 aircraft, manufactured in Toulouse from parts sourced across Europe, have also been affected by cracks in the wings of a small number of planes. There are eighteen airlines currently using the aircraft with total orders outstanding for 262. Back to Top Plane returns to Phoenix after mechanical problem PHOENIX (AP) - The Federal Aviation Administration says a mechanical problem is the reason why a Southwest Airlines flight to Ontario, Calif., had to return to Phoenix Sky Harbor International Airport. Passengers aboard Flight 1015 told Phoenix radio station KTAR-FM that a bird struck one of the plane's engines about 45 minutes into the flight Thursday morning. But the FAA won't confirm the bird strike, saying only that the pilot declared an emergency due to an engine outage due to mechanical problems. KTAR says it was the jet's right engine. FAA officials say the jet landed safely and passengers were put on a new plane for the flight to southern California. No injuries were reported. Back to Top CAAP prepares to pay P40M yearly for flight check aircraft (Philippines) THE Civil Aviation Authority of the Philippines is offering P40 million ($974,000 USD) for a one-year contract to provide a "flight check" aircraft to calibrate some 118 navigational aids (navaids). A flight check aircraft is specially designed to calibrate the Navaids every six months to make sure they are beaming the correct signals. Like any electronic equipment, navaids are subject to the vagaries of weather, lightning, and thunderstorms and are often mis- aligned. The CAAP hires foreign flight check aircraft to calibrate a few navaids, sometimes costing P3 million to P5 million when their own flight check airplane is under maintenance. The last time the agency needed one, it rented from a New Zealand company to perform the flight checks for a week. Because of the high expense involved, the CAAP has its own flight check aircraft, a twin-engine Beechcraft "King Air." However, the airplane has been out of commission for years after its two engines needed overhauling. The engines were eventually repaired in India at a cost of P43 million, but there remain some problems before they could be made operational. http://www.malaya.com.ph/index.php/news/nation/17392-caap-prepares-to-pay-p40m- yearly-for-flight-check-aircraft Back to Top Back to Top Airlines Face Acute Shortage of Pilots By SUSAN CAREY, JACK NICAS and ANDY PASZTOR (WSJ) U.S. airlines are facing what threatens to be their most serious pilot shortage since the 1960s, with higher experience requirements for new hires about to take hold just as the industry braces for a wave of retirements. Federal mandates taking effect next summer will require all newly hired pilots to have at least 1,500 hours of prior flight experience-six times the current minimum-raising the cost and time to train new fliers in an era when pay cuts and more-demanding schedules already have made the profession less attractive. Meanwhile, thousands of senior pilots at major airlines soon will start hitting the mandatory retirement age of 65. A rule requiring new airline pilots to have at least 1,500 flying hours will postpone the day flight instructor John Adkins, above, can join a carrier. . Another federal safety rule, to take effect in early 2014, also will squeeze the supply, by giving pilots more daily rest time. This change is expected to force passenger airlines to increase their pilot ranks by at least 5%. Adding to the problem is a small but steady stream of U.S. pilots moving to overseas carriers, many of which already face an acute shortage of aviators and pay handsomely to land well-trained U.S. captains. "This is going to come to a crisis," said Bob Reding, recently retired executive vice president of operations at AMR Corp.'s AAMRQ -2.70%American Airlines and now a consultant to FlightSafety International Inc., an aviation training provider. Added Kit Darby, a consultant on pilot-hiring trends: "We are about four years from a solution, but we are only about six months away from a problem." Estimates differ on the problem's magnitude. Airlines for America, a trade group of the largest carriers that collectively employ 50,800 pilots now, cites a study by the University of North Dakota's aviation department that indicates major airlines will need to hire 60,000 pilots by 2025 to replace departures and cover expansion. Mr. Darby's firm calculates that all U.S. airlines, including cargo, charter and regional carriers, together employ nearly 96,000 pilots, and will need to find more than 65,000 over the next eight years. In the past eight years, not quite 36,000 pilots have passed the Federal Aviation Administration's highest test, the Air Transport Pilot exam, which all pilots would have to pass under the congressionally imposed rules. For passengers, the biggest impact is expected to be at smaller, regional carriers. They have traditionally been a training ground feeding pilots to the bigger airlines, which are expected to step up their poaching. "Absent a game-changing shift in the supply of" pilots, small to midsize communities "are in jeopardy of losing some, if not all, their scheduled flights," Roger Cohen, president of the Regional Airline Association, said in a July speech. More than half of U.S. airline pilots are over 50, said Mr. Darby, the consultant, reflecting a bulge in new hires in the 1980s and scant hiring over the past decade. In 2007, to bring the U.S. into alignment with some other countries, regulators extended the mandatory retirement age to 65 from 60. By some estimates, 80% of 60-year-old U.S. pilots now are staying on longer. But in December, the first of those who extended their careers will start turning 65. Capt. John Silverman, a 64-year-old US Airways Group Inc. LCC -3.15%pilot, stuck around when the law changed but must retire in April. "I'm extremely healthy," he said. "I could do more time. But 65 is plenty." The FAA's head of flight standards, John Allen, said at an industry conference this summer that the projected retirement numbers are "astounding and dramatic" and "we don't have a system to address this issue." A spokeswoman for the FAA said its official position is "to obtain data to determine long-term pilot staffing needs and solutions." After a decade of consolidation and restructuring, some large carriers are planning to start hiring again. Delta Air Lines DAL -0.97%Inc. estimates it will need 3,500 new pilots over the next decade to maintain its ranks at 12,000, not including any growth. American Airlines recently said it plans to add 2,500 pilots over the next five years. United Continental Holdings Inc. UAL -0.85%has begun taking applications for a few positions in its Continental subsidiary. Dave Barger, chief executive of JetBlue Airways Corp., JBLU -1.67%said in an October speech that the industry is "facing an exodus of talent in the next few years" and could "wake up one day and find we have no one to operate or maintain those planes." There are limits to the ability of airlines, especially the regional carriers, to attract more pilots by raising wages. While the industry's health has improved in recent years, many carriers still operate on thin profit margins, with the airlines sandwiched between rising costs for fuel and unsteady demand from price-sensitive consumers. Dan Garton, chief executive of AMR's regional American Eagle unit, said the issue "is going to become much more visible when regionals have to decrease their flying" for lack of pilots, and some smaller cities lose air service. Mr. Garton said he has beaten the drum about the problem on Capitol Hill and at the FAA without success. The FAA said it has been encouraging discussions among industry officials to come up with solutions. Some regulators and industry experts worry about the safety implications of having a smaller pool of applicants at a time when demand for pilots is rising. They fret that some smaller airlines could be forced to lower internal criteria and hire applicants with questionable skills or spotty training records. "It certainly will result in challenges to maintain quality," said John Marshall, an independent aviation-safety consultant who spent 26 years in the Air Force before overseeing Delta's safety. "Regional carriers will be creative and have to take shortcuts" to fill their cockpits, he said. Ahead of the new 1,500-hour rule, the Regional Airline Association has been testing its first officers regularly in preparation for meeting the standards, said Scott Foose, the trade group's vice president of operations and safety. "Working collaboratively with the FAA, hundreds of first officers have already received their new certificates and the rest are on track to obtain theirs," Mr. Foose said. The military hasn't been a major source of commercial pilots for years, and the supply of new pilots has been dwindling. Among the reasons is that would-be fliers face expensive training with no guarantee of being hired by an airline once they complete it. Third Coast Aviation, a flight school in Kalamazoo, Mich., said business is down 30% to 40% over the past five years. At California Flight Academy in El Cajon, Calif., the rolls are full, but almost entirely with foreign students who will soon return to their home countries. "We don't have locals learning to fly anymore," said Ash Dakwar, the academy's operations chief. While no one tracks overall attendance at the nation's 3,400 flight schools, FAA data show annual private and commercial pilot certificates-both required to become an airline pilot-are down 41% and 30%, respectively, in the past decade. The National Association of Flight Instructors, in a research paper published this year, said that "there is no feasible way...to continuously supply qualified pilots for the demand of air carriers." Congress's 2010 vote to require 1,500 hours of experience in August 2013 came in the wake of several regional-airline accidents, although none had been due to pilots having fewer than 1,500 hours. Regional carriers now are racing to make sure their pilots have 1,500 hours by next summer, while also trying to bolster their ranks. But prospects with close to the required number of hours aren't numerous. "These people just don't exist," said Mr. Garton of American Eagle. The FAA is trying to soften the blow. It has proposed a rule that would lower the requirement to 750 hours for military aviators and 1,000 hours for graduates of four- year aviation universities. But the exemption, if it goes through, may come too late, and it isn't expected to help most aviators in training anyway, because they come from other types of flight schools. For them, the challenge of meeting the new requirements is uncharted and costly. "I'm stuck being a flight instructor for another year," said John Adkins, a 27-year-old pilot at California Flight Academy. He achieved the current minimum for being a co-pilot, but the new rule has delayed his dream to join an airline. "You don't make a lot of money as an instructor," he said. The 1,500-hour mandate "has only discouraged a future generation of prospective pilots to pursue this career," said Mr. Cohen, from the regional airline group. Those who persevere "will try to get the 1,500 hours the fastest and cheapest way possible," he said. "Flying around in empty airspace or towing banners doesn't give you the training you need to fly a complex airplane." The mandate applies to regularly scheduled passenger and cargo airlines flying jets and larger turboprops. Cargo airlines could also end up struggling to recruit sufficient pilots. Smaller planes, on-demand charters and business jets aren't covered by the new requirements. The last big pilot shortage, in the 1960s, occurred because "everybody who was of a trainable age was in Vietnam," said Randy Babbitt, a former FAA administrator who was hired as a pilot in that era. Meanwhile, airlines were expanding as jets shortened trips and boosted traffic. Once the military pilots finished their tours, many joined airlines and the shortage problem receded. Back to Top Who Is Too Fat To Fly? Airlines Are Working It Out With more than 30 percent of the U.S. adult population categorized as obese, airlines have had to find ways to accommodate heavier passengers. However, many passengers characterize recent efforts as embarrassing and discriminatory. Flyers have accepted extra charges for what were once standard amenities, including meals, checked baggage, and additional leg room. But should they be forced to spend more if they can't wiggle into a standard-size coach seat? With industry-wide pressure to sell seats while maintaining customer safety and comfort, airlines have started enforcing new rules for passengers who can't squeeze into the 17- inch-wide economy seat. A newly released Airfarewatchdog.com policy chart reveals that numerous airlines now adhere to "passenger of size" regulations that mandate overweight passengers buy a second seat--in some cases, passengers are restricted from boarding at the gate. The travel community is torn on the issue, with passengers adamantly arguing both sides of the debate. Those directly affected by the policies feel the extra charges are unfair, while others point to the comfort and safety of fellow travelers. Meanwhile, George Hobica, founder of Airfarewatchdog.com, believes the responsibility lies not with the passengers, but rather with the airlines. "The people who crave more space are craving it because they need it. Unfortunately, the airlines have not stepped to the plate," he says. . . Safety Concerns . While handling the risk of a larger passenger causing another flyer discomfort by invading the neighboring seat, airlines must also adhere to safety regulations. The U.S. Federal Aviation Administration (FAA) requires that passengers are able to lower their armrests and sufficiently buckle and fasten their seatbelts. Some airlines provide passengers with belt extenders to elongate them, but not all carriers are this accommodating. And this past August, the FAA banned the use of personal extenders, fueling the fire of the ongoing debate over the rights of larger passengers. "Obesity is a growing problem and the seats seem to be getting no bigger," says Hobica. Carrier Policies International airlines such as Air Canada address this issue more amicably: Because the airline considers obesity a medical condition, it provides overweight passengers with a free extra seat as long as they present a doctor's note. U.S.-based carriers are not always as accommodating. While some major airlines, like American Airlines, insist that passengers purchase an extra seat if they cannot fit comfortably in a single seat, other airlines (like Delta Airlines) reserve the right to ask passengers to board the next available flight if more space is necessary. Southwest Airlines' Customer of Size policy mandates that passengers who "encroach upon any part of the neighboring seat(s)" pay for an additional ticket. If the flight is not overbooked, Southwest will reimburse the passenger for the extra cost. . Similar to American Airlines, AirTran requires passengers to pay for a second seat if they are unable to lower their armrests, but the airline ensures the extra seat will be offered at the lowest rate possible. U.S. Airways, on the other hand, assesses each situation separately and, if applicable, may ask a flyer to wait for the next flight. Should a passenger refuse to switch his or her flight, U.S. Airways insists that he or she buy a second seat at the gate. . Separating itself from the pack, JetBlue does not ask heavier passengers to purchase an extra ticket because the airline's seat size offers nearly an extra inch in width. Meanwhile, United Airlines requires that passengers be able to lower their armrests; otherwise, passengers risk a boarding denial. An additional seat can be purchased for the same rate, but price spikes can occur if a traveler purchases a last-minute walk-up fare. . . Implications "What the airlines are finally doing is they are establishing policies to deal with this situation. They leave it to their ground staff and their flight attendants and gate agents," says Hobica. Unfortunately for larger passengers, there are few options that don't involve steep fees or requesting a free upgrade to first or business class, which may require extra waiting time. But the problem doesn't only lie with obese passengers--the well-being of neighboring flyers also comes into play. Airlines cannot prioritize some customers over others; as Hobica puts it, "If you pay for the seat, you should get the entire seat." . Hobica does offer one hypothetical solution: Providing travelers with the option of purchasing wider seats in the economy class, rather than offering seats with increased legroom."What people need is wider width," he says. . http://www.huffingtonpost.com/us-news-travel/too-fat-to-fly_b_2101347.html Back to Top INTERNATIONAL SOCIETY OF AIR SAFETY INVESTIGATORS ISASI 2013 44TH ANNUAL SEMINAR CALL FOR PAPERS "Preparing the Next Generation of Investigators" August 19 - 22, 2013 The Westin Bayshore, Vancouver, BC Canada ISASI, the world's premier organization for professional aircraft accident investigators and analysts, with individual and corporate members from 60 countries, announces the 44 th annual seminar will be held in Vancouver, BC, from August 19, 2013 through August 22, 2013. Papers are invited which address the theme of the seminar or timely matters of air safety. The seminar theme is "Preparing the Next Generation of Investigators" February 4, 2013 - Authors' who wish to present a paper should email an expression of interest to isasi2013@msn.com. March 4, 2013 - Deadline for submission of abstracts of the paper to isasi2013@msn.com. Please include a title, name(s), brief resume, affiliation and position(s).Please limit the abstract to 300 words. April 4, 2013- The Technical Program committee will make the final decision of the papers offered and notify authors. An Authors Guidelines for submission of papers will be included. July 19, 2013 - Deadline for submission of the final paper (email attachment of file that can be opened in MS Word) toisasi2013@msn.com. Back to Top International Accident Investigation Forum Singapore, 23 - 25 April 2013 The Air Accident Investigation Bureau of Singapore (AAIB) will be hosting the Second International Accident Investigation (IAI) Forum at the Singapore Aviation Academy on 23 - 25 April 2013. The IAI Forum aimed to bring together the world's top government investigation officials and experts to discuss issues relating to the organisation, infrastructure and management of accident investigation. It is open to investigation officials responsible for discharging their country's obligation under Annex 13 to the Convention on International Civil Aviation, regulatory officials and aviation safety professionals from the private sector. The Inaugural IAI Forum was held on 21 - 23 April 2010, with the strong support of the International Civil Aviation Organisation (ICAO), the European Civil Aviation Conference (ECAC), the International Society of Air Safety Investigators (ISASI), the Flight Safety Foundation (FSF) and the US National Transportation Safety Board (NTSB). It was attended by 149 government investigation officials and aviation safety professionals from 29 countries. The IAI Forum served as a platform for ICAO to inform, explain to and discuss with the safety investigation community regarding the developments and issues being pursued by ICAO. Encouraged by the success of the Inaugural IAI Forum, the AAIB has decided to make the IAI Forum a triennial event. Ms Nancy Graham, Director of ICAO Air Navigation Bureau, has very kindly consented to attend the Second IAI Forum to deliver a keynote speech. The Second IAI Forum will cover the following important topics, among others: * Development of a new ICAO Annex 19 on Safety Management * Outcome of the ICAO Safety Information Protection Task Force * Conclusions of the AIG Roundtable held in Singapore on 16 - 17 October 2012 and chaired by Mr Marcus Costa, Chief of the ICAO Accident Investigation Section For more information on the Second IAI Forum, please contact Mr Steven Teo (Fax: (65) 6542-2394 or Email: steven_teo@mot.gov.sg). Curt Lewis