Safety regulators have identified four European Union companies, which are facing operational restrictions following the latest discussions to update the European Commission's 'blacklist' of banned carriers.
While none features on the latest blacklist revision, three carriers from Portugal, Greece and Germany have - at least temporarily - stopped operating their own aircraft. The fourth, Spain's Bravo Airlines, has been banned by default because its operation, Bravo Air Congo, falls under the blanket ban on the Democratic Republic of Congo.
Greek carrier Hellenic Imperial Airways admits its air operator's certificate is on hold, but a spokesman claims the suspension is on a "day-to-day basis", for technical reasons. He adds that the Boeing 747-200 operator is leasing other aircraft, and maintaining services such as its Hajj flights while it addresses the issue.
Sources at the Commission, close to its air safety committee, have also identified Portuguese Lockheed L-1011 operator LuzAir and German MSR Flug-Charter, which uses business jets, as the other two restricted carriers.
LuzAir says it is not currently operating services but a source at the carrier states that its aircraft are on the ground for "scheduled maintenance". A spokesman for MSR Flug-Charter also says the company has stopped operations, but declines to elaborate.
A source close to the Commission's air safety committee, which draws up the list of carriers which are the subject of concern, points out that none of the four EU operators has had its AOC withdrawn by the relevant national authority. But the source adds that three AOCs and one operating license have been suspended.
Discussions over the current revision to the blacklist have drawn particular attention because restrictions have so far notably focused on carriers, which have limited operations in Europe, from areas such as Africa, Indonesia and Central Asia.
"It is difficult to say how many European airlines would have ended with a full ban or operating restrictions if their authorities had not taken measures on their AOCs or operating licenses," says the source, stressing that the blacklist is only a "measure of last resort", intended as a tool to encourage safety improvements.
Cambodia's Siem Reap Airways International and all carriers from Angola are subject to a complete ban on European operations following the latest blacklist update on 14 November.
Source: Air Transport Intelligence news
segunda-feira, 24 de novembro de 2008
Bird-strike risk high among open-rotor concerns
Bird-strike damage protection rules could emerge as a key design hurdle facing developers of a new generation of fuel-efficient open rotor engines, according to a specialist on propeller power plants.
Speaking at the 'Towards Sustainable Aviation Propulsion' event in Bristol, organized by the Institution of Mechanical Engineers, Dowty Propellers performance engineer Josef Trchalik said: "The bird-strike test represents a key certification requirement of any aircraft engine. It is not clear yet whether open-rotor blades would be certified according to rules that apply for propellers or if they will be certified as fan blades.
"If the latter is the case then the structure of the open rotor blades will have to be reinforced, which would result in heavier rotor blades and might also restrict the choice of material for the blade structure."
Current bird strike certification requirements differ for propellers and turbofan blades, with propeller blades required to withstand the impact of a significantly lighter bird than fan blades.
Trchalik says bird-strike is a more serious issue for a 'pusher' configuration, which has a similar intake arrangement to a regular turbofan, as there is no fan to shield the engine. Impact-resistance requirements are more easily met with a 'tractor' configuration as the air intakes of an unducted fan would be shielded by two rows of propellers.
Trchalik adds that locating the engines at the rear of the fuselage would increase the chance of debris hitting the blades. "On the other hand, wing-mounted engines are more likely to suck in debris from the runway surface as they are located closer to the ground," he says.
Source: Air Transport Intelligence news
Speaking at the 'Towards Sustainable Aviation Propulsion' event in Bristol, organized by the Institution of Mechanical Engineers, Dowty Propellers performance engineer Josef Trchalik said: "The bird-strike test represents a key certification requirement of any aircraft engine. It is not clear yet whether open-rotor blades would be certified according to rules that apply for propellers or if they will be certified as fan blades.
"If the latter is the case then the structure of the open rotor blades will have to be reinforced, which would result in heavier rotor blades and might also restrict the choice of material for the blade structure."
Current bird strike certification requirements differ for propellers and turbofan blades, with propeller blades required to withstand the impact of a significantly lighter bird than fan blades.
Trchalik says bird-strike is a more serious issue for a 'pusher' configuration, which has a similar intake arrangement to a regular turbofan, as there is no fan to shield the engine. Impact-resistance requirements are more easily met with a 'tractor' configuration as the air intakes of an unducted fan would be shielded by two rows of propellers.
Trchalik adds that locating the engines at the rear of the fuselage would increase the chance of debris hitting the blades. "On the other hand, wing-mounted engines are more likely to suck in debris from the runway surface as they are located closer to the ground," he says.
Source: Air Transport Intelligence news
Qantas takeoff aborted as damaged wing spotted
SYDNEY (AFP) — A Qantas jumbo jet carrying 213 passengers aborted a flight shortly before takeoff from Sydney Saturday when an engineer spotted that one of its wings was damaged, the airline said.
The New Zealand-bound Boeing 747-300 was taxiing towards the runway when damage to a right wing flap was noticed by an engineer on the ground and the pilot was alerted, Qantas said.
"It was a technical issue with the wing prior to departure," an airline spokeswoman told AFP.
All passengers on the plane had been provided with accommodation and booked on another flight on Sunday morning, she said, and the cause of the damage was being assessed.
The incident is the latest in a series of problems suffered by Australia's troubled national airline in recent months.
On Tuesday, two Qantas jumbos were damaged when they collided on the ground at a maintenance base.
In October, a computer glitch caused a Qantas plane to plunge into a 200-metre mid-air nosedive, injuring more than 70 people, with some suffering broken bones.
In July, a Qantas Boeing 747-400 made an emergency landing in Manila after a mid-air blast caused by an exploding oxygen bottle punched a hole in the fuselage during a flight from Hong Kong to Melbourne.
Fonte: Flight Safety Information 24/11/2008.
The New Zealand-bound Boeing 747-300 was taxiing towards the runway when damage to a right wing flap was noticed by an engineer on the ground and the pilot was alerted, Qantas said.
"It was a technical issue with the wing prior to departure," an airline spokeswoman told AFP.
All passengers on the plane had been provided with accommodation and booked on another flight on Sunday morning, she said, and the cause of the damage was being assessed.
The incident is the latest in a series of problems suffered by Australia's troubled national airline in recent months.
On Tuesday, two Qantas jumbos were damaged when they collided on the ground at a maintenance base.
In October, a computer glitch caused a Qantas plane to plunge into a 200-metre mid-air nosedive, injuring more than 70 people, with some suffering broken bones.
In July, a Qantas Boeing 747-400 made an emergency landing in Manila after a mid-air blast caused by an exploding oxygen bottle punched a hole in the fuselage during a flight from Hong Kong to Melbourne.
Fonte: Flight Safety Information 24/11/2008.
sexta-feira, 21 de novembro de 2008
NTSB ISSUES UPDATE ON NEAR COLLISION ON ALLENTOWN RUNWAY
In its continuing investigation of a runway incursion in Allentown, Pennsylvania, involving a general aviation aircraft and a Chicago-bound regional jet airliner, the National Transportation Safety Board has developed the following factual information:
On September 19, 2008, at 7:38 p.m. EDT, a runway incursion resulted in a near-collision on runway 6 at the Lehigh Valley International Airport, Allentown, Pennsylvania. Mesa Air Shuttle flight 7138, a Canadair CRJ-700 (N506MJ) aborted takeoff at about 120 knots (138 mph), skidding around a Cessna R172K (N736GV) that had just landed and was still taxiing on the runway. The crew of the Mesa Air regional jet estimated the distance between the two aircraft as 10 feet when they passed.
The Mesa Air flight carried 56 passengers and a crew of four; the Cessna carried a pilot and two passengers. There was no damage to either aircraft and no reported injuries. The incident occurred in night meteorological conditions.
A timeline of the incident events is as follows: 7:29:28 - Cessna contacts Allentown tower while about 8 miles east of the airport.
7:33:30 - Cessna, in landing pattern for runway, is cleared to land on runway 6.
7:34:50 - Mesa Air regional jet contacts tower and reports ready for takeoff and holding short of runway 6. Controller instructs pilot to hold short of runway 6 for landing traffic.
7:36:15 - Cessna crosses threshold of runway 6 and lands.
7:36:27 - Mesa Air instructed by tower controller to taxi into position on runway 6 and hold.
7:36:36 - Tower controller asks pilot of Cessna where he intends to park. Following pilot response, controller provides taxi directions, instructing pilot to exit runway at taxiway A4.
7:37:11 - Mesa Air cleared for takeoff.
7:37:18 to 7:37:32 - Controller turns attention to an inbound aircraft and issues landing instructions.
7:37:34 - Cessna pilot informs tower controller that he had missed the A4 taxiway and asks for permission to exit at taxiway B.
7:37:42 - Controller replies, "...no delay, turn immediately," which Cessna pilot acknowledges.
7:38:16 - Mesa Air radios tower controller: "We got it, tower - we're going to need to go back to the gate."
Following the incident, both aircraft taxied to parking.
The Mesa Air crew elected to cancel the flight and have the aircraft inspected. The Cessna taxied to general aviation parking and concluded the flight.
Safety Board investigators have interviewed the pilots involved in the incident, and the air traffic controllers on duty at the time of the incident as well as the FAA tower managers.
The tire marks created by the Mesa Air regional jet as it veered around the Cessna can be seen on the left side of the centerline in the image at
http://www.ntsb.gov/Pressrel/2008/images/Allentown.jpg
Fonte: NTSB Advisory 21/11/08.
On September 19, 2008, at 7:38 p.m. EDT, a runway incursion resulted in a near-collision on runway 6 at the Lehigh Valley International Airport, Allentown, Pennsylvania. Mesa Air Shuttle flight 7138, a Canadair CRJ-700 (N506MJ) aborted takeoff at about 120 knots (138 mph), skidding around a Cessna R172K (N736GV) that had just landed and was still taxiing on the runway. The crew of the Mesa Air regional jet estimated the distance between the two aircraft as 10 feet when they passed.
The Mesa Air flight carried 56 passengers and a crew of four; the Cessna carried a pilot and two passengers. There was no damage to either aircraft and no reported injuries. The incident occurred in night meteorological conditions.
A timeline of the incident events is as follows: 7:29:28 - Cessna contacts Allentown tower while about 8 miles east of the airport.
7:33:30 - Cessna, in landing pattern for runway, is cleared to land on runway 6.
7:34:50 - Mesa Air regional jet contacts tower and reports ready for takeoff and holding short of runway 6. Controller instructs pilot to hold short of runway 6 for landing traffic.
7:36:15 - Cessna crosses threshold of runway 6 and lands.
7:36:27 - Mesa Air instructed by tower controller to taxi into position on runway 6 and hold.
7:36:36 - Tower controller asks pilot of Cessna where he intends to park. Following pilot response, controller provides taxi directions, instructing pilot to exit runway at taxiway A4.
7:37:11 - Mesa Air cleared for takeoff.
7:37:18 to 7:37:32 - Controller turns attention to an inbound aircraft and issues landing instructions.
7:37:34 - Cessna pilot informs tower controller that he had missed the A4 taxiway and asks for permission to exit at taxiway B.
7:37:42 - Controller replies, "...no delay, turn immediately," which Cessna pilot acknowledges.
7:38:16 - Mesa Air radios tower controller: "We got it, tower - we're going to need to go back to the gate."
Following the incident, both aircraft taxied to parking.
The Mesa Air crew elected to cancel the flight and have the aircraft inspected. The Cessna taxied to general aviation parking and concluded the flight.
Safety Board investigators have interviewed the pilots involved in the incident, and the air traffic controllers on duty at the time of the incident as well as the FAA tower managers.
The tire marks created by the Mesa Air regional jet as it veered around the Cessna can be seen on the left side of the centerline in the image at
http://www.ntsb.gov/Pressrel/2008/images/Allentown.jpg
Fonte: NTSB Advisory 21/11/08.
Airbus to certify airbags in A320s
Airbus has been granted special certification conditions from the US FAA to allow the air framer to certify inflatable airbags in the passenger restraint systems on A320 family aircraft.
The company on 2 September asked the regulator to amend its A320 type certificate to allow the installation of Am Safe Aviation inflatable restraints for head injury protection (HIP) on passenger seats on the A319, A320 and A321.
First created for the automobile industry, the aviation version of the restraint is designed to limit passenger forward motion in the event of an accident, "thus reducing the potential for head injury and head entrapment," says FAA, adding that the airbag is similar to the automobile system except that it is integrated into the passenger restraint system and inflates away from the seated passengers. Other aircraft with amended certification requirements for the seatbelts include the Boeing 777.
Airframers traditionally meet HIP requirements in certain seats by requiring either a setback 35in from any bulkhead, front seat or "other rigid interior feature" or by placing padding in the collision area. While HIP is not required as part of the certification for the A320 series today, it will be included in new regulations set to go into effect on 27 October 2009, says FAA.
To meet the amended certification requirements, FAA will require Airbus to show that the airbags "perform properly under foreseeable operating conditions" and will not become a hazard to other passengers or the aircraft. Of particular concern is that the airbags do not deploy inadvertently due to the effect of electronic noise or lightning on the sensors to trigger the pyrotechnic charge.
Other considerations include the impacts of the belts on pregnant women and children held on a passenger's lap.
Airbus says the special condition application is routine as there are no formal standards for the restraints. "Postings such as this are used simply to permit compliance with head strike protection requirements on bulkhead seats," says the company.
Source: Air Transport Intelligence news
The company on 2 September asked the regulator to amend its A320 type certificate to allow the installation of Am Safe Aviation inflatable restraints for head injury protection (HIP) on passenger seats on the A319, A320 and A321.
First created for the automobile industry, the aviation version of the restraint is designed to limit passenger forward motion in the event of an accident, "thus reducing the potential for head injury and head entrapment," says FAA, adding that the airbag is similar to the automobile system except that it is integrated into the passenger restraint system and inflates away from the seated passengers. Other aircraft with amended certification requirements for the seatbelts include the Boeing 777.
Airframers traditionally meet HIP requirements in certain seats by requiring either a setback 35in from any bulkhead, front seat or "other rigid interior feature" or by placing padding in the collision area. While HIP is not required as part of the certification for the A320 series today, it will be included in new regulations set to go into effect on 27 October 2009, says FAA.
To meet the amended certification requirements, FAA will require Airbus to show that the airbags "perform properly under foreseeable operating conditions" and will not become a hazard to other passengers or the aircraft. Of particular concern is that the airbags do not deploy inadvertently due to the effect of electronic noise or lightning on the sensors to trigger the pyrotechnic charge.
Other considerations include the impacts of the belts on pregnant women and children held on a passenger's lap.
Airbus says the special condition application is routine as there are no formal standards for the restraints. "Postings such as this are used simply to permit compliance with head strike protection requirements on bulkhead seats," says the company.
Source: Air Transport Intelligence news
FAA issues emergency AD on Boeing 737 fuel pump wiring
The FAA issued an emergency Airworthiness Directive (AD) to certain owners and operators of Boeing 737-600,-700,-700C,-800, and -900 series airplanes.
Information indicates that, when the flight crew manually turns off the center wing tank (CWT) pump switches, that action turns off the right-hand pump, but re-energizes the left-hand pump due to incorrect wiring. The low-pressure lights turn off, incorrectly indicating to the flight crew that power to both pumps has been removed. The failure condition results in continual running of the left-hand fuel pump without indication to the flight crew, which could lead to localized overheating of parts inside the fuel pump, and which could produce an ignition source inside the fuel tank.
The FAA requires the operators of aircraft effected to carry out a wiring test as specified in the AD. (FAA)
Emergency AD 2008-24-51;
(aviation-safety.net)
Information indicates that, when the flight crew manually turns off the center wing tank (CWT) pump switches, that action turns off the right-hand pump, but re-energizes the left-hand pump due to incorrect wiring. The low-pressure lights turn off, incorrectly indicating to the flight crew that power to both pumps has been removed. The failure condition results in continual running of the left-hand fuel pump without indication to the flight crew, which could lead to localized overheating of parts inside the fuel pump, and which could produce an ignition source inside the fuel tank.
The FAA requires the operators of aircraft effected to carry out a wiring test as specified in the AD. (FAA)
Emergency AD 2008-24-51;
(aviation-safety.net)
Air hostess helped land passenger jet after co-pilot had 'breakdown' over the Atlantic
An air hostess helped land a jet carrying 146 passengers after the co-pilot had an apparent mental breakdown over the Atlantic Ocean, investigators revealed today.
The UK-bound plane made an emergency diversion to Shannon Airport, in Ireland, last January after the Air Canada flight officer began a ‘rambling and disjointed’ conversation, said an official report.
Another attendant suffered wrist injuries as the crew forcibly removed the co-pilot from the cockpit controls and restrained him in a seat in the cabin.
Mid-air drama: The air hostess helped out after the plane's captain asked if anyone could fly
The captain of the Boeing 767 from Toronto to Heathrow asked staff to seek out any trained pilots onboard.
One of the female cabin crew came forward saying she had a commercial pilot’s license and was asked to take over in the co-pilot’s seat.
The captain praised the attendant to investigators for helping him safely land the plane at Shannon, where the ill flight officer was removed and admitted to the acute psychiatric unit of Ennis Regional Hospital for 11 days.
He was later flown home to Canada by an air ambulance for further care, according to the investigation.
The official report into the incident by the Irish Air Accident Investigation Unit (AAIU) did not explicitly refer to the co-pilot’s medical condition.
But it recorded the views of two doctors onboard that he was in a ‘confused and disorientated state’.
The captain also reported that his colleague became uncharacteristically ‘belligerent and unco-operative’ and was ‘effectively incapacitated’.
One passenger at the time reported seeing the distraught co-pilot yelling for God as he was being restrained.
The AAIU praised the actions of both the captain and crew in diverting to the nearest airport and removing the co-pilot from the controls.
‘For his own well-being and the safety of the aircraft, the most appropriate course of action was to stand him down from duty and seek medical attention which was available on board,’ said the report.
‘The commander (captain) realizing he was faced with a difficult and serious situation used tact and understanding and kept control of the situation at all times.
‘The situation was dealt with in a professional manner... As such, the commander and flight attendants should be commended for their professionalism in the handling of this event.’
There were no safety recommendations from the investigation.
http://www.dailymail.co.uk/news/worldnews/article-1087523/Air-hostess-helped-land-passenger-jet-pilot-breakdown-Atlantic.html
The UK-bound plane made an emergency diversion to Shannon Airport, in Ireland, last January after the Air Canada flight officer began a ‘rambling and disjointed’ conversation, said an official report.
Another attendant suffered wrist injuries as the crew forcibly removed the co-pilot from the cockpit controls and restrained him in a seat in the cabin.
Mid-air drama: The air hostess helped out after the plane's captain asked if anyone could fly
The captain of the Boeing 767 from Toronto to Heathrow asked staff to seek out any trained pilots onboard.
One of the female cabin crew came forward saying she had a commercial pilot’s license and was asked to take over in the co-pilot’s seat.
The captain praised the attendant to investigators for helping him safely land the plane at Shannon, where the ill flight officer was removed and admitted to the acute psychiatric unit of Ennis Regional Hospital for 11 days.
He was later flown home to Canada by an air ambulance for further care, according to the investigation.
The official report into the incident by the Irish Air Accident Investigation Unit (AAIU) did not explicitly refer to the co-pilot’s medical condition.
But it recorded the views of two doctors onboard that he was in a ‘confused and disorientated state’.
The captain also reported that his colleague became uncharacteristically ‘belligerent and unco-operative’ and was ‘effectively incapacitated’.
One passenger at the time reported seeing the distraught co-pilot yelling for God as he was being restrained.
The AAIU praised the actions of both the captain and crew in diverting to the nearest airport and removing the co-pilot from the controls.
‘For his own well-being and the safety of the aircraft, the most appropriate course of action was to stand him down from duty and seek medical attention which was available on board,’ said the report.
‘The commander (captain) realizing he was faced with a difficult and serious situation used tact and understanding and kept control of the situation at all times.
‘The situation was dealt with in a professional manner... As such, the commander and flight attendants should be commended for their professionalism in the handling of this event.’
There were no safety recommendations from the investigation.
http://www.dailymail.co.uk/news/worldnews/article-1087523/Air-hostess-helped-land-passenger-jet-pilot-breakdown-Atlantic.html
First A380-related airworthiness directive orders Trent check
European safety regulators have drawn up the first airworthiness directive relating to the Airbus A380, mandating checks for cracking of vanes in Rolls-Royce Trent 900 high-pressure turbines.
The directive, issued by the European Aviation Safety Agency, states that development testing and flight tests of the Trent 900 have revealed evidence of cracking on some nozzle guide vane surfaces.
EASA says that not all nozzle guide vane assemblies are affected and that the problem would become apparent on affected engines within 1,000 cycles.
"Analysis of test data and review of the manufacturing process has revealed compounding effects that may contribute to a shortfall in component life and an increased likelihood of premature cracking in this region," it states.
Excessive cracking on the vanes' convex surface could, it says, lead to possible fracture of high-pressure turbine blades - and subsequent engine damage - if vane material is released. Turbine gas flow could also be blocked, it adds.
EASA is instructing operators of Trent 900 engines to inspect the nozzle guide vane surfaces before 400 cycles, and to repeat these inspections at least every 100 cycles. If no damage is detected by 1,000 cycles, it adds, normal inspection maintenance can be resumed. The directive takes effect from 2 December.
Rolls-Royce states that the Trent 900 last month clocked up a year’s airline service, accumulating 8,000 cycles across seven aircraft.
Singapore Airlines and Qantas both operate Trent 900-powered A380 aircraft, while Emirates' A380s are fitted with Engine Alliance GP7200 power plants.
Source: Air Transport Intelligence news
The directive, issued by the European Aviation Safety Agency, states that development testing and flight tests of the Trent 900 have revealed evidence of cracking on some nozzle guide vane surfaces.
EASA says that not all nozzle guide vane assemblies are affected and that the problem would become apparent on affected engines within 1,000 cycles.
"Analysis of test data and review of the manufacturing process has revealed compounding effects that may contribute to a shortfall in component life and an increased likelihood of premature cracking in this region," it states.
Excessive cracking on the vanes' convex surface could, it says, lead to possible fracture of high-pressure turbine blades - and subsequent engine damage - if vane material is released. Turbine gas flow could also be blocked, it adds.
EASA is instructing operators of Trent 900 engines to inspect the nozzle guide vane surfaces before 400 cycles, and to repeat these inspections at least every 100 cycles. If no damage is detected by 1,000 cycles, it adds, normal inspection maintenance can be resumed. The directive takes effect from 2 December.
Rolls-Royce states that the Trent 900 last month clocked up a year’s airline service, accumulating 8,000 cycles across seven aircraft.
Singapore Airlines and Qantas both operate Trent 900-powered A380 aircraft, while Emirates' A380s are fitted with Engine Alliance GP7200 power plants.
Source: Air Transport Intelligence news
Pilot alerted officials jet had run out of runway
COLUMBIA, S.C. (AP) -- Cockpit recordings have been released from the September crash of a Learjet that killed four people, including the pilots, and critically burned a musician and celebrity disc jockey.
The jet's co-pilot is heard telling the control tower at Columbia, South Carolina's main airport: "Roll the equipment, we're going off the end."
The plane shot off the end of the runway, ripped through a fence and crossed a highway before coming to rest in flames.
Former Blink-182 drummer Travis Barker and celebrity disc jockey DJ AM were severely burned in the crash. Both men are expected to fully recover.
Aviation authorities have said cockpit recordings showed the jet's crew thought a tire had blown before takeoff.
Fonte: Flight Safety Information 21/11/08.
The jet's co-pilot is heard telling the control tower at Columbia, South Carolina's main airport: "Roll the equipment, we're going off the end."
The plane shot off the end of the runway, ripped through a fence and crossed a highway before coming to rest in flames.
Former Blink-182 drummer Travis Barker and celebrity disc jockey DJ AM were severely burned in the crash. Both men are expected to fully recover.
Aviation authorities have said cockpit recordings showed the jet's crew thought a tire had blown before takeoff.
Fonte: Flight Safety Information 21/11/08.
terça-feira, 18 de novembro de 2008
Europe’s Environmental Challenge Single European Sky by 2012
Bordeaux -The International Air Transport Association (IATA) challenged Europe to deliver a Single European Sky (SES) by 2012.
“After decades of talks and little action, failure to implement an effective SES is Europe’s biggest environmental embarrassment. In 2007, this failure resulted in 21 million minutes of delays and 468 million kilometres of unnecessary flight. This wasted 16 million tonnes of CO2. This crisis that is gripping the airline industry highlights the fact that airlines cannot afford the EUR 5 billion cost that this brings. And neither can Europe afford the impact on its competitiveness. This must change fast,” said IATA Director General and CEO Giovanni Bisignani in a keynote address to the European Air Transport Summit being held in Bordeaux.
IATA fully supports the European Commission’s performance-driven approach. This was proposed in the SES II Package proposed by Vice President Tajani in June. “We need binding performance targets at the national and community levels, functional airspace blocks (FABs) coordinated by a strong network manager with harmonised safety oversight through EASA, and the enabling SESAR technology to allow a Single European Sky to deliver its promised benefits,” said Bisignani.
FABs and SESAR are the critical building blocks for an SES. The plan to combine European airspace into 9 cross-national FABs will increase system capacity by 70%, reduce average delays to 1 minute or less, cut user costs by 50% and reduce the environmental impact per flight by 10% by 2020 while improving safety. “These 9 FABs cannot be kingdoms operating independently. We need a strong network manager to drive efficiencies and meet binding performance targets. And we need an EASA with sufficient resources to provide safety oversight for airports and air navigation service providers,” said Bisignani.
IATA linked SES to Europe’s proposal to include aviation into the European Emissions Trading Scheme (ETS) in 2012. “2012 is the year. We need 9 FABs in place, delivering benefits against binding performance targets with a strong network manager. This is the minimum requirement. Even if Europe chooses to overlook the major flaws of its ETS proposal - the unilateral approach is illegal and the regional scope is ineffective - the only credibility that is left is the SES. Airlines cannot accept to be charged for emissions in Europe when the inefficiency of the system forces them to waste 16 million tonnes of CO2 each year,” said Bisignani.
Bisignani attacked 2 persistent myths surrounding the SES. “First, job losses are a misplaced fear when there is a global shortage of air traffic controllers and SESAR (the technology component of SES) will generate 200,000 highly skilled jobs in Europe. Second, FABs don’t reduce sovereignty. Europe faces the same question with the Euro. Today nobody questions the sovereignty of the Euro-Zone states. SES is no different. Sovereignty is even institutionalised in the independent National Supervisory Authority. These are two myths which we must kill with facts,” said Bisignani.
IATA’s Four Pillar Strategy to Address Climate Change is delivering results. The strategy - endorsed by industry and government focuses on technology, operations, infrastructure and positive economic measures - including ETS. Since 2004, IATA efforts, including route shortening and working directly with airlines to implement best operational practices, has saved 59 million tonnes of CO2 with a cost saving of US$12 billion. An effective SES would be a key contributor to these efforts.
Europe must contribute to a global solution on economic measures addressing change. “While focusing technical efforts to deliver the SES by 2012, Europe must aim its political efforts on the International Civil Aviation Organisation (ICAO). Article 2 of the Kyoto Protocol gives ICAO the responsibility to find an effective global solution for aviation’s emissions that is global and voluntary for states. This summer the G8 affirmed this role in their Summit Declaration. With 44 European states among ICAO’s 189 contracting members and with three states on the 15 member ICAO Group on International Aviation and Climate Change (GIACC), Europe has a duty to ensure that ICAO delivers a global result and to harmonise its approach with the global solution,” said Bisignani.
Don’t make the ETS proposal any worse. In the meantime, Bisignani urged Europe not to include its misguided unilateral approach to aviation and ETS in the General Review process of the European ETS. “Don’t make a bad decision worse by including aviation in the ETS General Review. It makes absolutely no sense to review something that has not even started yet, let alone even consider raising auctioning levels beyond the current 15%,” said Bisignani.
Fonte: IATA 18/11/2008.
“After decades of talks and little action, failure to implement an effective SES is Europe’s biggest environmental embarrassment. In 2007, this failure resulted in 21 million minutes of delays and 468 million kilometres of unnecessary flight. This wasted 16 million tonnes of CO2. This crisis that is gripping the airline industry highlights the fact that airlines cannot afford the EUR 5 billion cost that this brings. And neither can Europe afford the impact on its competitiveness. This must change fast,” said IATA Director General and CEO Giovanni Bisignani in a keynote address to the European Air Transport Summit being held in Bordeaux.
IATA fully supports the European Commission’s performance-driven approach. This was proposed in the SES II Package proposed by Vice President Tajani in June. “We need binding performance targets at the national and community levels, functional airspace blocks (FABs) coordinated by a strong network manager with harmonised safety oversight through EASA, and the enabling SESAR technology to allow a Single European Sky to deliver its promised benefits,” said Bisignani.
FABs and SESAR are the critical building blocks for an SES. The plan to combine European airspace into 9 cross-national FABs will increase system capacity by 70%, reduce average delays to 1 minute or less, cut user costs by 50% and reduce the environmental impact per flight by 10% by 2020 while improving safety. “These 9 FABs cannot be kingdoms operating independently. We need a strong network manager to drive efficiencies and meet binding performance targets. And we need an EASA with sufficient resources to provide safety oversight for airports and air navigation service providers,” said Bisignani.
IATA linked SES to Europe’s proposal to include aviation into the European Emissions Trading Scheme (ETS) in 2012. “2012 is the year. We need 9 FABs in place, delivering benefits against binding performance targets with a strong network manager. This is the minimum requirement. Even if Europe chooses to overlook the major flaws of its ETS proposal - the unilateral approach is illegal and the regional scope is ineffective - the only credibility that is left is the SES. Airlines cannot accept to be charged for emissions in Europe when the inefficiency of the system forces them to waste 16 million tonnes of CO2 each year,” said Bisignani.
Bisignani attacked 2 persistent myths surrounding the SES. “First, job losses are a misplaced fear when there is a global shortage of air traffic controllers and SESAR (the technology component of SES) will generate 200,000 highly skilled jobs in Europe. Second, FABs don’t reduce sovereignty. Europe faces the same question with the Euro. Today nobody questions the sovereignty of the Euro-Zone states. SES is no different. Sovereignty is even institutionalised in the independent National Supervisory Authority. These are two myths which we must kill with facts,” said Bisignani.
IATA’s Four Pillar Strategy to Address Climate Change is delivering results. The strategy - endorsed by industry and government focuses on technology, operations, infrastructure and positive economic measures - including ETS. Since 2004, IATA efforts, including route shortening and working directly with airlines to implement best operational practices, has saved 59 million tonnes of CO2 with a cost saving of US$12 billion. An effective SES would be a key contributor to these efforts.
Europe must contribute to a global solution on economic measures addressing change. “While focusing technical efforts to deliver the SES by 2012, Europe must aim its political efforts on the International Civil Aviation Organisation (ICAO). Article 2 of the Kyoto Protocol gives ICAO the responsibility to find an effective global solution for aviation’s emissions that is global and voluntary for states. This summer the G8 affirmed this role in their Summit Declaration. With 44 European states among ICAO’s 189 contracting members and with three states on the 15 member ICAO Group on International Aviation and Climate Change (GIACC), Europe has a duty to ensure that ICAO delivers a global result and to harmonise its approach with the global solution,” said Bisignani.
Don’t make the ETS proposal any worse. In the meantime, Bisignani urged Europe not to include its misguided unilateral approach to aviation and ETS in the General Review process of the European ETS. “Don’t make a bad decision worse by including aviation in the ETS General Review. It makes absolutely no sense to review something that has not even started yet, let alone even consider raising auctioning levels beyond the current 15%,” said Bisignani.
Fonte: IATA 18/11/2008.
The FAA needs to stop endless grandfathering of old systems
That the US Federal Aviation Administration has seen fit to write yet another airworthiness directive about the Boeing 737's cabin pressurization control system is a symptom of the fact that not only did insufficient thought go into designing the system in the first place, but also that nothing has been done to correct the design shortcomings since. This is by no means the only example of that syndrome at the FAA.
Readers could say of this comment that hindsight is a wonderful thing. Yes, it is, but the FAA has frequently failed to act according to the wisdom available from hindsight. It has issued two amendments to the 737 flightcrew operations manual so far to try to deal with repeated occurrences of crews failing to recognise that the system is wrongly set, and/or failing to respond correctly to the warning that the cabin is failing to pressurise. Both the directives papered over the cracks rather than eliminating them.
The 737 series is such a good basic aircraft design that it has survived in production longer than any other jet airliner in history. That is now becoming the nature of modern aircraft designs, so permitting indefinite "grandfather rights" for onboard systems that are, frankly, outdated is a more compelling issue than it ever was before. It is no longer good enough to change the manual when repeated evidence suggests the system needs improvement or change, especially when more modern systems have been proven in other types.
There are numerous options for change in this case. The first would be to change the audible warning from the same sound as the take-off configuration alert instead of a repeating horn, a voice repeating "cabin altitude"? Instead of requiring the crew to select the pressurisation control from manual to automatic when cabin altitude exceeds 10,000ft (3,050m), make the change automatic, with audio advice of its operation. Engineers could certainly come up with alternatives such as those.
There are other cases in which the FAA has still not acted on required changes years after the fatal events that flagged up the need for them - such as not requiring dry-running fuel pumps to switch off automatically in 737 centre-wing fuel tanks, or not requiring spoilers to retract automatically if the crews firewall the power levers. Or when the FAA allowed the 737 to have a rudder power control unit (PCU) that did not comply with the fundamental requirement that it should fail safe, and all on board a United 737-200 and a USAir 737-300 died because of it. In that case the body count was so high that the FAA and Boeing worked to redesign the rudder PCU for all 737s. But the world has moved beyond using body count to determine safety policy. Hasn't it?
http://www.flightglobal.com/articles/2008/11/18/318896/the-faa-needs-to-stop-endless-grandfathering-of-old.html
Readers could say of this comment that hindsight is a wonderful thing. Yes, it is, but the FAA has frequently failed to act according to the wisdom available from hindsight. It has issued two amendments to the 737 flightcrew operations manual so far to try to deal with repeated occurrences of crews failing to recognise that the system is wrongly set, and/or failing to respond correctly to the warning that the cabin is failing to pressurise. Both the directives papered over the cracks rather than eliminating them.
The 737 series is such a good basic aircraft design that it has survived in production longer than any other jet airliner in history. That is now becoming the nature of modern aircraft designs, so permitting indefinite "grandfather rights" for onboard systems that are, frankly, outdated is a more compelling issue than it ever was before. It is no longer good enough to change the manual when repeated evidence suggests the system needs improvement or change, especially when more modern systems have been proven in other types.
There are numerous options for change in this case. The first would be to change the audible warning from the same sound as the take-off configuration alert instead of a repeating horn, a voice repeating "cabin altitude"? Instead of requiring the crew to select the pressurisation control from manual to automatic when cabin altitude exceeds 10,000ft (3,050m), make the change automatic, with audio advice of its operation. Engineers could certainly come up with alternatives such as those.
There are other cases in which the FAA has still not acted on required changes years after the fatal events that flagged up the need for them - such as not requiring dry-running fuel pumps to switch off automatically in 737 centre-wing fuel tanks, or not requiring spoilers to retract automatically if the crews firewall the power levers. Or when the FAA allowed the 737 to have a rudder power control unit (PCU) that did not comply with the fundamental requirement that it should fail safe, and all on board a United 737-200 and a USAir 737-300 died because of it. In that case the body count was so high that the FAA and Boeing worked to redesign the rudder PCU for all 737s. But the world has moved beyond using body count to determine safety policy. Hasn't it?
http://www.flightglobal.com/articles/2008/11/18/318896/the-faa-needs-to-stop-endless-grandfathering-of-old.html
Air NZ flight in emergency landing
DISRUPTION: An Air New Zealand flight was forced to make an emergency landing at Palmerston North airport after an engine failed 10 minutes into a flight.
An Air New Zealand flight was forced to make an emergency landing at Palmerston North airport after an engine failed 10 minutes into a flight.
The Q300 plane, which had 33 passengers onboard, was flying from Napier to Wellington when one of the propeller engines malfunctioned just before midday.
The pilot shut the engine down and flew to Palmerston North with a single engine.
Passenger Mike Rodgers, of Gore, heard a bang when the engine shut down and saw oil seeping from the propeller.
No passengers were injured but a few were shaken by the experience, he said.
Fire fighters and St John ambulance crews were called to the airport but were not needed.
Palmerston North airport operations manager Roy Bodell said the passengers had alternative travel arrangements made by Air New Zealand.
http://www.stuff.co.nz/stuff/4763862a11.html
An Air New Zealand flight was forced to make an emergency landing at Palmerston North airport after an engine failed 10 minutes into a flight.
The Q300 plane, which had 33 passengers onboard, was flying from Napier to Wellington when one of the propeller engines malfunctioned just before midday.
The pilot shut the engine down and flew to Palmerston North with a single engine.
Passenger Mike Rodgers, of Gore, heard a bang when the engine shut down and saw oil seeping from the propeller.
No passengers were injured but a few were shaken by the experience, he said.
Fire fighters and St John ambulance crews were called to the airport but were not needed.
Palmerston North airport operations manager Roy Bodell said the passengers had alternative travel arrangements made by Air New Zealand.
http://www.stuff.co.nz/stuff/4763862a11.html
Canadian Air Crash Kills Seven
OTTAWA — A Grumman Goose amphibious aircraft crashed north of Vancouver, British Columbia on Sunday, killing seven occupants, the Canadian Armed Forces said. One passenger survived.
The crash was the second of a Grumman Goose operated by Pacific Coastal Airlines since August, when another one went down, killing five.
News reports indicated that the plane apparently flew into a hillside on an island off the province’s rugged coastline.
The age of the aircraft was not known although Grumman discontinued production of the model during the 1940’s.
http://www.nytimes.com/2008/11/17/world/americas/17canada.html?ref=world
The crash was the second of a Grumman Goose operated by Pacific Coastal Airlines since August, when another one went down, killing five.
News reports indicated that the plane apparently flew into a hillside on an island off the province’s rugged coastline.
The age of the aircraft was not known although Grumman discontinued production of the model during the 1940’s.
http://www.nytimes.com/2008/11/17/world/americas/17canada.html?ref=world
US Airways jet makes emergency landing in Philadelphia
PHILADELPHIA (AP) — A US Airways Express flight made an emergency landing Sunday without its nose landing gear.
No injuries were reported.
The Philadelphia-bound deHavilland Dash-8 turboprop, operated by Piedmont Airlines, had taken off from Allentown at about 8:20 a.m. with 35 passengers and three crewmembers on board, according to officials of the airline and Philadelphia International Airport.
Before the scheduled landing at Philadelphia, the crew got an indication that the landing gear was not down and did a flyover to confirm that it had not deployed, airport spokeswoman Victoria Lupica said.
Fire crews spread foam on the runway as a precaution, but there was no smoke and no fire when the aircraft landed without its nose wheels at around 9:20 a.m., Lupica said.
FIND MORE STORIES IN: US Airways Allentown Philadelphia International Airport Piedmont Airlines
Passengers were taken to the terminal by bus.
The cause of the problem remained was under investigation, said US Airways spokesman Morgan Durant.
Lupica said the airport had to be closed for about 25 minutes.
By midday, the plane was still on the runway. The three other runways were open but the airport reported some incoming flights delayed nearly three hours because of the disruption.
No injuries were reported.
The Philadelphia-bound deHavilland Dash-8 turboprop, operated by Piedmont Airlines, had taken off from Allentown at about 8:20 a.m. with 35 passengers and three crewmembers on board, according to officials of the airline and Philadelphia International Airport.
Before the scheduled landing at Philadelphia, the crew got an indication that the landing gear was not down and did a flyover to confirm that it had not deployed, airport spokeswoman Victoria Lupica said.
Fire crews spread foam on the runway as a precaution, but there was no smoke and no fire when the aircraft landed without its nose wheels at around 9:20 a.m., Lupica said.
FIND MORE STORIES IN: US Airways Allentown Philadelphia International Airport Piedmont Airlines
Passengers were taken to the terminal by bus.
The cause of the problem remained was under investigation, said US Airways spokesman Morgan Durant.
Lupica said the airport had to be closed for about 25 minutes.
By midday, the plane was still on the runway. The three other runways were open but the airport reported some incoming flights delayed nearly three hours because of the disruption.
NTSB: Wake Turbulence From 767 Likely Caused Mexican Lear Crash
CVR Records Pilots' Last Statements
US and Mexican investigators speculate the downing of a Learjet 45 in Mexico City on November 4 was caused by the combination of wake turbulence from a landing airliner and the pilots’ unfamiliarity with the aircraft.
The plane’s cockpit data recorder, analyzed by the National Transportation Safety Board in Washington, DC, revealed the pilots' last words – "Diosito" (My little God) – in their struggle to regain control of the aircraft as it encountered severe wake turbulence.
Theories of sabotage have been all but ruled out in the deaths of all nine persons on board, including Mexico's Interior Minister, Juan Camilo Mouriño, and José Luis Santiago Vasconcelos, well known for his fight against drug cartels.
Pilot Martín Oliva, 39, and co-pilot Alvaro Sánchez, 58, have been defended by their families as responsible, serious professionals, the Dallas Morning News reported.
But at a news conference, Mexico's Communications and Transportation Minister Luis Telléz said, "The investigation revealed apparent deficiencies in the training and certification process of both [pilots]," and alleged the pilots failed to follow ATC instructions.
As the Learjet approached Mexico City, it was sequenced behind a Boeing 767-300 and given instructions to reduce airspeed in order to maintain proper spacing behind the airliner, Telléz said. But the pilots took over a minute to comply with the speed reduction, putting their plane just 4 nm behind the much larger 767.
Investigators said that wake turbulence from the 767 caused the Learjet to crash within 30 seconds, evidenced by the plane's Cockpit Voice Recorder:
Pilot: "That one's got some turbulence."
Co-pilot: "Hey man."
Pilot: "Hey [expletive]."
Later:
Pilot: "Alvaro, what do we do, Alvaro?"
Co-pilot: "Hand it over to me, hand it over to me, hand it over to me."
Pilot: "It's yours Alvaro."
Pilot: "[expletive]"
Pilot: "No, Alvaro."
Co-pilot: "Diosito."
FMI: www.ntsb.gov
aero-news.net
US and Mexican investigators speculate the downing of a Learjet 45 in Mexico City on November 4 was caused by the combination of wake turbulence from a landing airliner and the pilots’ unfamiliarity with the aircraft.
The plane’s cockpit data recorder, analyzed by the National Transportation Safety Board in Washington, DC, revealed the pilots' last words – "Diosito" (My little God) – in their struggle to regain control of the aircraft as it encountered severe wake turbulence.
Theories of sabotage have been all but ruled out in the deaths of all nine persons on board, including Mexico's Interior Minister, Juan Camilo Mouriño, and José Luis Santiago Vasconcelos, well known for his fight against drug cartels.
Pilot Martín Oliva, 39, and co-pilot Alvaro Sánchez, 58, have been defended by their families as responsible, serious professionals, the Dallas Morning News reported.
But at a news conference, Mexico's Communications and Transportation Minister Luis Telléz said, "The investigation revealed apparent deficiencies in the training and certification process of both [pilots]," and alleged the pilots failed to follow ATC instructions.
As the Learjet approached Mexico City, it was sequenced behind a Boeing 767-300 and given instructions to reduce airspeed in order to maintain proper spacing behind the airliner, Telléz said. But the pilots took over a minute to comply with the speed reduction, putting their plane just 4 nm behind the much larger 767.
Investigators said that wake turbulence from the 767 caused the Learjet to crash within 30 seconds, evidenced by the plane's Cockpit Voice Recorder:
Pilot: "That one's got some turbulence."
Co-pilot: "Hey man."
Pilot: "Hey [expletive]."
Later:
Pilot: "Alvaro, what do we do, Alvaro?"
Co-pilot: "Hand it over to me, hand it over to me, hand it over to me."
Pilot: "It's yours Alvaro."
Pilot: "[expletive]"
Pilot: "No, Alvaro."
Co-pilot: "Diosito."
FMI: www.ntsb.gov
aero-news.net
Officials say FAA covered up safety errors at Texas airport
WASHINGTON — A Transportation Department investigation has concluded that Federal Aviation Administration officials covered up safety errors at Dallas-Fort Worth International Airport, the second such admonishment in the past three years.
A spokeswoman for the department's inspector general said a report of the investigation's findings should be released Friday. She confirmed the general findings as outlined in documents released late Thursday by the U.S. Office of Special Counsel.
The report was requested by the special counsel's office, which is tasked with protecting government whistle-blowers. That office said in a statement that between November 2005 and July 2007 FAA managers intentionally misclassified 62 events as safety errors by pilots in an attempt to shift blame away from air traffic controllers at the Texas airport.
The inspector general previously had confirmed a similar underreporting of safety errors at the airport in 2004. After that incident, FAA officials promised to take steps to fix the problem.
Acting Special Counsel William Reukauf, in a letter Thursday to President George W. Bush, said increased "scrutiny of FAA and its implementation of the corrective measures proposed to resolve the continued misconduct and mismanagement is critical."
According the special counsel, the inspector general's report recommends 10 corrective measures be taken in response to the coverup, including a reorganization of air traffic control management at Dallas-Fort Worth and a comprehensive top-to-bottom review of FAA's overall air traffic safety management.
FAA spokeswoman Laura Brown said the agency already has implemented all of the inspector general's recommendations that don't relate to personnel matters, which she is prohibited from discussing.
"I can tell you we take them very seriously, and we're taking appropriate action on those as well," Brown said.
The National Air Traffic Controllers Association has said previously that safety errors by controllers increased because airport towers and other radar control facilities are understaffed and experienced controllers are leaving the FAA.
http://www.usatoday.com/travel/news/reports/2008-11-13-faa-coverup_N.htm?loc=interstitialskip
A spokeswoman for the department's inspector general said a report of the investigation's findings should be released Friday. She confirmed the general findings as outlined in documents released late Thursday by the U.S. Office of Special Counsel.
The report was requested by the special counsel's office, which is tasked with protecting government whistle-blowers. That office said in a statement that between November 2005 and July 2007 FAA managers intentionally misclassified 62 events as safety errors by pilots in an attempt to shift blame away from air traffic controllers at the Texas airport.
The inspector general previously had confirmed a similar underreporting of safety errors at the airport in 2004. After that incident, FAA officials promised to take steps to fix the problem.
Acting Special Counsel William Reukauf, in a letter Thursday to President George W. Bush, said increased "scrutiny of FAA and its implementation of the corrective measures proposed to resolve the continued misconduct and mismanagement is critical."
According the special counsel, the inspector general's report recommends 10 corrective measures be taken in response to the coverup, including a reorganization of air traffic control management at Dallas-Fort Worth and a comprehensive top-to-bottom review of FAA's overall air traffic safety management.
FAA spokeswoman Laura Brown said the agency already has implemented all of the inspector general's recommendations that don't relate to personnel matters, which she is prohibited from discussing.
"I can tell you we take them very seriously, and we're taking appropriate action on those as well," Brown said.
The National Air Traffic Controllers Association has said previously that safety errors by controllers increased because airport towers and other radar control facilities are understaffed and experienced controllers are leaving the FAA.
http://www.usatoday.com/travel/news/reports/2008-11-13-faa-coverup_N.htm?loc=interstitialskip
Military: Civilian cargo plane crashes in Iraq
BAGHDAD (AP) — A cargo plane chartered by FedEx crashed Thursday west of Baghdad after reporting a malfunction, the U.S. military said. It ruled out hostile fire and said the crew was presumed dead.
The Russian-made An-12 plane with up to seven crewmembers — none of them American — was flying from al-Asad air base to Baghdad International Airport when it lost radio contact and crashed around 11:35 a.m., the military said.
The crash happened south of Fallujah, where insurgents once held sway. The military said mechanical failure or pilot error was the likely cause, but declined to elaborate. The military also secured the crash site.
"It looks like everybody was lost but I can't confirm that. The investigation will determine that," U.S. military spokesman Capt. Charles Calio said.
Iraqi police in Fallujah said no shooting was reported at the time of the crash.
FIND MORE STORIES IN: Iraq Christianity Mosul Fallujah United Arab Emirates Dubai Baghdad International Airport FedEx Express Al-Asad Staffan de Mistura
In a statement, FedEx said it was aware that an aircraft operated by one of its contractors to carry FedEx Express cargo could not be located on radar and had been out of radio contact since 10:45 a.m.
"FedEx is closely monitoring the situation and is working with the contractor to investigate the situation," the statement said. "Our foremost priority is the safety and welfare of the pilot and crew."
The U.S. logistics company said the aircraft had originally come from Dubai in the United Arab Emirates.
Also Thursday, the main U.N. envoy in Iraq, Staffan de Mistura, in a statement condemned the killing of two Christian sisters in the northern Iraqi city of Mosul.
Iraqi police say the two women were killed Wednesday as they were waiting in front of their house for a ride to work. Their mother was wounded in the attack.
The U.S. military has confirmed the killings and says the Christian family's house was then destroyed by bombs planted inside.
The attack came after about 13,000 Christians fled Mosul last month in the face of threats and attacks from extremists.
De Mistura noted that the killings followed a report by the U.N. High Commissioner for Refugees that some recently displaced Christian families were starting to return as the security situation in Mosul showed signs of improvement.
He also called on Iraqi authorities at the national and local level to protect Christians and other minorities in Iraq and to ensure those behind the attacks "are swiftly brought to justice."
Tensions are running high in Mosul, where U.S. and Iraqi troops have been trying since last spring to rout insurgents from Iraq's third largest city.
On Wednesday, an Iraqi soldier opened fire on a group of U.S. soldiers at an Iraqi military base in Mosul, killing two of them and wounding six others before dying in a hail of bullets, U.S. and Iraqi officials said.
The attack remained under investigation.
http://www.usatoday.com/news/world/iraq/2008-11-13-iraq-thursday_N.htm?loc=interstitialskip
The Russian-made An-12 plane with up to seven crewmembers — none of them American — was flying from al-Asad air base to Baghdad International Airport when it lost radio contact and crashed around 11:35 a.m., the military said.
The crash happened south of Fallujah, where insurgents once held sway. The military said mechanical failure or pilot error was the likely cause, but declined to elaborate. The military also secured the crash site.
"It looks like everybody was lost but I can't confirm that. The investigation will determine that," U.S. military spokesman Capt. Charles Calio said.
Iraqi police in Fallujah said no shooting was reported at the time of the crash.
FIND MORE STORIES IN: Iraq Christianity Mosul Fallujah United Arab Emirates Dubai Baghdad International Airport FedEx Express Al-Asad Staffan de Mistura
In a statement, FedEx said it was aware that an aircraft operated by one of its contractors to carry FedEx Express cargo could not be located on radar and had been out of radio contact since 10:45 a.m.
"FedEx is closely monitoring the situation and is working with the contractor to investigate the situation," the statement said. "Our foremost priority is the safety and welfare of the pilot and crew."
The U.S. logistics company said the aircraft had originally come from Dubai in the United Arab Emirates.
Also Thursday, the main U.N. envoy in Iraq, Staffan de Mistura, in a statement condemned the killing of two Christian sisters in the northern Iraqi city of Mosul.
Iraqi police say the two women were killed Wednesday as they were waiting in front of their house for a ride to work. Their mother was wounded in the attack.
The U.S. military has confirmed the killings and says the Christian family's house was then destroyed by bombs planted inside.
The attack came after about 13,000 Christians fled Mosul last month in the face of threats and attacks from extremists.
De Mistura noted that the killings followed a report by the U.N. High Commissioner for Refugees that some recently displaced Christian families were starting to return as the security situation in Mosul showed signs of improvement.
He also called on Iraqi authorities at the national and local level to protect Christians and other minorities in Iraq and to ensure those behind the attacks "are swiftly brought to justice."
Tensions are running high in Mosul, where U.S. and Iraqi troops have been trying since last spring to rout insurgents from Iraq's third largest city.
On Wednesday, an Iraqi soldier opened fire on a group of U.S. soldiers at an Iraqi military base in Mosul, killing two of them and wounding six others before dying in a hail of bullets, U.S. and Iraqi officials said.
The attack remained under investigation.
http://www.usatoday.com/news/world/iraq/2008-11-13-iraq-thursday_N.htm?loc=interstitialskip
Civilian cargo aircraft crashes in western Iraq
BAGHDAD (Reuters) - A civilian cargo aircraft with seven people on board crashed shortly after take-off in western Iraq on Thursday, the U.S. military said, adding that there was little hope of any survivors.
The ex-Soviet built AN-12 airplane, operated by a German firm, crashed shortly after take off, army Captain Charles Calio said. It had just left an air base near the western city of Falluja.
Earlier reports had described it as a U.S. civilian cargo plane. Calio said no American citizens or soldiers were on board. A damage assessment was being done, but it was unlikely that any of the six crew and one baggage handler had survived.
"It looks like everybody was lost," he said.
http://www.reuters.com/article/worldNews/idUSTRE4AC54Y20081113
The ex-Soviet built AN-12 airplane, operated by a German firm, crashed shortly after take off, army Captain Charles Calio said. It had just left an air base near the western city of Falluja.
Earlier reports had described it as a U.S. civilian cargo plane. Calio said no American citizens or soldiers were on board. A damage assessment was being done, but it was unlikely that any of the six crew and one baggage handler had survived.
"It looks like everybody was lost," he said.
http://www.reuters.com/article/worldNews/idUSTRE4AC54Y20081113
Civilian aircraft crashes in Iraq
A civilian cargo aircraft has crashed to the south of Falluja, in western Iraq, US officials have said.
The cargo plane was carrying four to six people, the US military said, when it crashed because of a "malfunction".
Witnesses said the plane took off from Habbaniya base in Anbar province but was seen in flames before crashing.
There was no word on whether the crew of the plane survived the crash. Their nationalities were also unknown, the US military said.
"It was a malfunction. It lost radio contact, then it crashed. We have no information on the fate of the crew," a US military spokeswoman said.
Iraqi police told the Associated Press that the plane, which took off near Falluja, crashed in the desert without causing Iraqi casualties.
http://news.bbc.co.uk/2/hi/middle_east/7727911.stm
The cargo plane was carrying four to six people, the US military said, when it crashed because of a "malfunction".
Witnesses said the plane took off from Habbaniya base in Anbar province but was seen in flames before crashing.
There was no word on whether the crew of the plane survived the crash. Their nationalities were also unknown, the US military said.
"It was a malfunction. It lost radio contact, then it crashed. We have no information on the fate of the crew," a US military spokeswoman said.
Iraqi police told the Associated Press that the plane, which took off near Falluja, crashed in the desert without causing Iraqi casualties.
http://news.bbc.co.uk/2/hi/middle_east/7727911.stm
Cargo plane crashes in Iraq (AN-12)
BAGHDAD, (CNN) — A civilian cargo plane carrying six crew members and a passenger crashed in Iraq on Thursday, a U.S. military spokesman said.
The military said mechanical failure or pilot error appears to have caused the accident. The status of the people on board is not yet known, the spokesman said. No coalition personnel were among them.
The fixed-wing aircraft was headed from Al Asad Airfield in Anbar province to the Baghdad International Airport. A quick reaction force was dispatched to the crash site to assist with security and relief efforts.
Fonte: Flight Safety Information 18/11/2008.
The military said mechanical failure or pilot error appears to have caused the accident. The status of the people on board is not yet known, the spokesman said. No coalition personnel were among them.
The fixed-wing aircraft was headed from Al Asad Airfield in Anbar province to the Baghdad International Airport. A quick reaction force was dispatched to the crash site to assist with security and relief efforts.
Fonte: Flight Safety Information 18/11/2008.
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