Jet Blue A320 Fire Indication and Smoke in Cabin

A Jetblue Airbus A320-200, flight B6-1416 from Long Beach,CA to Austin,TX (USA) with 142 passengers and 5 crew, was climbing out of Long Beach’s runway 30 when the crew reported a fire indication for the right engine, stopped the climb at 9000 feet and returned to Long Beach for landing on runway 30. After the aircraft came to a stop the crew advised the tower they were initiating an evacuation asking whether there was any smoke from the right engine, tower replied: – negative, no smoke, the crew then advised they were cancelling the evacuation but instructed tower to immediately report any smoke. The slides were deployed on all doors and overwing exits and passengers evacuated.

Passengers reported the right hand engine emitted a loud bang, smoke entered the cabin afterwards. The passenger oxygen masks were manually released by the cabin crew.

Smoke in passenger cabin.

Smoke in passenger cabin.

Passenger evacuation.

Capt. Ivan
Photo: Jared West

 

They’ve arrived stateside! Inside a plane loaded with 195,000 new iPhones!

A pilot released a picture of the mounds of coveted electronics he says he flew into Anchorage, Alaska on MondayA A pilot released a picture of the mounds of coveted electronics he says he flew into Anchorage, Alaska on Monday

The iPhone 6 won’t be in the hands of consumers until Friday, but Apple-obsessed Americans can now rest easy knowing the long-awaited electronics have arrived stateside.

Or so says a pilot whose taken photos upon landing in Alaska of what he claims are mounds of the coveted devices in his plane’s cargo hold.

Apple Inc said many customers will need to wait until next month for their new iPhones after a record 4 million first-day pre-orders were logged, double the number for the iPhone 5 two years ago.

The company said demand had outstripped supply of the new iPhone 6 and iPhone 6 Plus, which feature larger screens and longer battery life.

Deliveries of pre-orders will begin on Friday and will continue through October.

Bumper first-day pre-orders point to first-weekend sales of up to 10 million units, analysts estimated.

About 2 million pre-orders were received for the iPhone 5 in the first 24 hours after it went on sale in September 2012. Apple sold 5 million of these phones in the first weekend.

Apple sold 9 million iPhone 5Ss and 5Cs, which were launched last year, in the first three days in stores. The company did not reveal pre-order numbers for these phones.

Raymond James analysts said they expect sales of iPhone 6 and iPhone 6 Plus to top 9 million in the first weekend.

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Source:  DailyMail.co.uk & Reuters
Photos: Twitter.

 

Russian airlines hire 200 foreign pilots

The appointments were made possible thanks to a recent change in the rules. Analysts believe this decision will allow airlines to cut spending on training pilots, who have not accumulated the required amount of flight hours.

Major Russian airlines have taken advantage of a change in legislation to hire 200 foreign pilots, the Federal Air Transport Agency (Rosaviatsia), has announced.

According to an official statement circulated by the agency’s press service, the biggest number of foreign pilots have been hired by Aeroflot (a total of 80), with Russia’s second-biggest airline, Transaero, coming a close second with 67 foreign recruits.

The other airlines filed considerably fewer applications. For example, the Siberian airline Utair will be able to hire 14 foreign pilots, with KogalymAvia and Vim-AVIA, which specialize in charter flights, getting seven pilots each.

Most of the pilots will be arriving from Western Europe, the Russian business daily Vedomosti reports. For example, according to the paper, Aeroflot has hired most of its new pilots in Germany.
“Russian airlines have been lobbying for allowing foreign pilots onto the domestic market for about three years. The most interested parties were Aeroflot and Transaero, the country’s biggest carriers,” says UFS IC analyst Anna Milostnova.

According to her, the main reason behind these recent amendments to the air transport legislation is the rapid growth of the Russian aviation industry, by an average 15-20 percent a year, which has resulted in a shortage of pilots qualified to serve as captains. For example, Aeroflot estimated the shortage of first pilots at 1,000 people, Milostnova says.

In the spring of 2014, Rosaviatsia allowed Russian airlines to hire 200 foreign pilots every year over a period of five years.

Under the new procedure, airlines submitted applications for hiring foreign pilots to the Federal Air Transport Agency, while the agency decided how many pilots each airline could hire. The decision on each airline was taken through an algorithm based on the company’s air traffic in 2013, Rosaviatsia explained.

Now Rosaviatsia will hand over the applications to the Federal Migration Service (which issues work permits to foreigners) and the airlines will be able to sign contracts with foreign pilots. Further applications to hire foreign pilots can be filed next year.

Previously, Russian airlines were banned from hiring foreign pilots. However, in 2013, the ban was lifted for a period of five years. Interestingly, at first Rosaviatsia planned to hire 1,100-1,500 foreign pilots every year, but in the end, the figure was significantly cut.

“Foreign pilots must have been offered a competitive salary, which may even be higher than in Europe, and an attractive benefits package,” says leading analyst with Finam Management Dmitry Baranov.
Furthermore, he continues, a system of additional benefits may have been set up for foreign pilots. Anna Milostnova agrees.

“Russian airlines realize that in order to hire European pilots, they will have to offer them attractive conditions. Some surveys have shown that in major Russian airlines, pilots’ remuneration is in no way inferior to their European counterparts,” she says.

At the same time, experts stress, there is no shortage of pilots in Russia per se, but there is a shortage of pilots with a large number of flight hours.

“Russia did not and does not have a shortage of pilots in general. However, airlines do not seem to be prepared to spend money on retraining pilots to qualify as captains,” explains Milostnova.
In Europe, the aviation industry is more mature and grows at a slower pace than in Russia, just 5 percent a year, she continues.

“For Russian airlines, the opportunity to hire foreign pilots is, of course, a big plus. In addition to filling the gap, it will also increase completion among pilots,” Milostnova concludes.

Source & Pic: Russia & India Report

Jet Airways Pilots Launch Their Own Website for Incident Analysis

Criticizing sections of the media for misreporting on a recent incident involving loss of altitude by a plane, the pilot’s union of Jet Airways today said it is forming a “technical site” to provide the right perspective on civil aviation issues.

The National Aviation Guild (NAG), the Jet pilots’ union, said a 2,900ft drop in altitude by a Jet Airways Boeing 777 last month was erroneously reported as a 5,000ft plunge by the media.

It said while the reasons for the sudden loss of altitude by the flight are still being investigated, the loss of altitude at 800ft per minute “is less than prescribed for a controlled radar environment.”
Stories about the 5,000 ft drop got circulated due to the media’s reliance on a “publicity hungry” official from the civil aviation regulator DGCA, it alleged.

The Captain was having his “controlled rest” and was not breaking any norm, while the first officer was also not playing on her tablet as being reported, adding that the tablets are used as a working tool by all pilots.
“We would request you not to conduct a trial by media. We would request you to follow the principles of natural justice and give a fair chance to the all the pilots,” it appealed to the media.

In order to get the right perspective across on such events, the union said it is sensitive to the difficulties on analysis faced by the media, which generally goes to retired military aviators for the perspective.
Stating that issues in civil aviation are different in nature, it decided to set up a technical site to comment on
happenings in the civil aviation sector.

“We have formed a technical site which consists of type rated examiners of most types of aircraft flown in India and would be able to provide a more authentic version of the events that happen in the civil aviation sector in India,” it said in the statement.

A Jet Airways plane from Mumbai to Brussels, with around 280 passengers on board, had lost altitude over the Turkish airspace in early August.

Terming it a “serious incident”, aviation regulator DGCA had suspended the two pilots and initiated a probe into the incident.

Source & Pic:  Economic India Times

Too Tired, Even for a Cessna…

The pilot, a senior airline captain, had recently purchased a Cessna 172 and was flying it home.

Flying under VFR at night, he switched with an approach controller about 52 NM from the destination airport. After a while, the air traffic controller noticed the airplane was descending below the asigned altitude of 7500 ft. and radioed the pilot.
The pilot did not respond to the controller’s radio calls, and the small airplane crashed in pastureland about 17 miles from the destination airport.

Examination of the wreckage revealed that the airplane collided with trees at a very shallow descent angle.

A review of the pilot’s actions during the nine days prior to the accident revealed that he flew a five-day international trip and then returned to Zurich three days before the accident. About four hours later, he began a trip as a passenger to Colorado.
On the day before the accident, he began the first of three legs of a cross-country flight, with the third leg the accident flight. He was awake for about 18 hours at the time of the accident, with stops only for food and airplane servicing.

Over the nine-day period before the accident, the pilot made three crossings of the Atlantic Ocean (each exceeding six time zones). These multiple and frequent time zone crossings would result in circadian disruption and would have diminished the pilot’s ability to obtain restorative sleep during this period, which, in combination with his extended time awake on the day of the accident, would have caused him to be in a fatigued state.

The circumstances of the accident and his fatigue-inducing schedule in the preceding days indicate that the pilot most likely fell asleep during the initial descent for landing, and the airplane subsequently descended into the trees and terrain.

Capt. Ivan

Think ink: Airbus revolutionises how an airline’s livery is applied to jetliners

The application of complex, large-scale liveries on aircraft presents a considerable challenge – particularly as airlines develop increasingly artistic and complex ways to express their identities.

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However, the difficulties may become a thing of the past thanks to a new method currently being developed by Airbus – which employs direct inkjet printing to deliver a broad range of production and operational improvements.
The method was developed by engineers from Airbus’ A320 Family paint shop in Hamburg, Germany, and is able to reproduce any livery design – be it a photographic motif, modern art or other complex patterns – faster and more efficiently than traditional painting processes, and with finer detail as well.

The direct printer functions much like a traditional model, using an inkjet head with nozzles that spray three basic colours (cyan, magenta and yellow) and black. Utilising a seven-square-metre bench, the inkjet head prints a design line by line, from top to bottom. After the process is completed, the aircraft component is sealed with a clear coat.

According to technology manager Matthias Otto, the advantages of direct inkjet-printed liveries are numerous. “I can create colour gradients or photo-realistic motifs that could never be achieved with paint,” he explained, and added that this new method also is capable of printing components of any size or shape. In the past, heavier printed film was used to produce complex designs, however such film is susceptible to the effects of heat, cold and high pressure, and ultimately could tear or peel.

The business case for direct printing is convincing. Compared with painting, where the design has to be built up by layer-by-layer, there are far fewer working and drying steps – greatly reducing the lead time. There also is no overspray or solvent vapour when ink is used, providing better working conditions for Airbus employees, as well as a healthier environment.

At present, the inkjet method still is at the experimental stage. Technical Readiness Level 6 (TRL 6) was reached at the end of June, and the ink and associated processes will be qualified early in 2015. Nonetheless, the project already has become part of the A320 Final Assembly Line (FAL) benchmark initiative, with the intention to further stabilise scheduled lead times for the best-selling Airbus single-aisle jetliner family.

Source:  Airbus Media Room

FAA – UPS Crash, as Usual the Pilots are To Blame.

FAA accident investigators determined that a series of pilot’s errors and violations of safety procedures as the primary cause of the UPS Airbus A300-600 crash at Birmingham, AL (USA) on Aug 14th 2013. Both pilots died in the pre-dawn accident when the aircraft crashed a short distance from the Birmingham runway.

“Yes, the pilots flew the airplane into the ground, there’s no question,” said National Transportation Safety Board member Robert Sumwalt, a former airline pilot.
Although the NTSB did not blame UPS on its report, Sumwalt said the cargo operator also failed to take actions that could have prevented the crash.

The NTSB mentioned a series of pilot’s errors on its report:
– The captain failed to correctly program an aircraft computer, failed to monitor the plane’s altitude, didn’t relay important information to his co-pilot, and failed to abort the landing when it became apparent the plane was in trouble.
– The captain did not have a stabilized approach — meaning the plane’s speed, direction and descent were not within established standards
– The first officer, meanwhile, failed to communicate altitudes to the pilot as the plane approached Birmingham-Shuttlesworth International Airport. In a conversation captured on the plane’s cockpit voice recorder, the co-pilot also confessed to being fatigued, evidently after failing to use her off-duty time to get appropriate rest.

Sumwalt also blamed the global cargo operator for not updating a software on a ground proximity warning system, which could have given the crew an earlier indication they were too close to the ground, he said.
“Based on the rate of descent of this particular aircraft, it would be impossible to determine whether a software upgrade would have made a difference,” Capt. Houston Mills, UPS director of airline safety, noted that the NTSB does not cite the software in its official finding.

Sumwalt said the cargo carrier also did not provide all of the available weather information to the pilots. As a result, the pilots likely expected to see the airport after descending below clouds at 1,000 feet, but didn’t clear the clouds until 350 feet.

“Everything UPS does is about efficiency. They have guys running around with clipboards and stopwatches to make sure if an airplane is a minute late, someone will be held accountable for it. But the sad thing here — this (technology) could have possibly prevented this accident.”
“If you’re interested in efficiency, I can guarantee you on August 14 of last year, those packages on the airplanes did not get delivered by 10:30 in the morning,” Sumwalt said.
UPS’ Mills acknowleged that known information about the cloud ceiling was not relayed to the pilots. But, he said, the pilots had been given a forecast that included a variable cloud ceiling, giving the pilots enough to plan and execute their approach.

The U.S. aviation industry has closely watched the UPS crash investigation largely because it highlights different FAA standards for commercial and cargo aircraft. In January of this year, the FAA required additional rest hours for commercial pilots, but it exempted cargo pilots.

Cargo pilots say rest rules should be uniform, regardless of the type of aircraft flown.
Wednesday, the NTSB concluded the pilots of Flight 1354 had been given an adequate opportunity to rest, even under the rule that applies to commercial pilots. The rule did not make a difference in this case, the board said.
UPS pilots complained of fatigue before fatal crash

Asked if the UPS culture encourages pilots to call in fatigued when they are tired, 91% “strongly disagreed” or “somewhat disagreed,” according to a survey conducted in March by the Independent Pilots Association, a union that represents UPS pilots.

“You probably have some bias in here as it was issued by a (union),” Sumwalt said. “But when you have 2,202 people responding to that, they are trying to tell you something.”
UPS spokesman Malcolm Berkley said the union was “politicizing” the investigation in an effort to change pilot work hours. UPS pilots typically work 70 hours a month — 30 in the air, Berkley said, less than the 55 hours the typical commercial pilot flies.

The safety board approved more than 20 recommendations, including one that board member Mark Rosekind called “ground-breaking” that would require warnings about flying fatigued during pre-flight briefings on overnight flights.

Capt. Ivan

Elvis Aircrafts for Sale

Elvis Presley’s aircrafts are for sale. This week the broker website Controller offered for purchase the Convair 880 – N880EP “Lisa Marie” and the Lockheed Jetstar 6 N777EP Hound Dog II.

Convair_880_Lisa_Marie_Graceland_Memphis_TN_2013-04-01_002The CV-880 and Jetstar have been fixtures in Memphis since 1985, greeting tourists as they park at and enter Graceland’s visitor center across the street from Elvis’ former home. But to many aviation enthusiasts, the aircraft are special not only because they once belonged to the famous music star, but the CV-880 is one of three known to exist in the world today and the only one on display to the public. While long-term plans for the aircraft aren’t known, Elvis fans and aviation enthusiasts around the world will no doubt be watching closely.

The owner of the aircraft, K. G. Coker bought the Jets in 1977 after the death of the king of rock. Coker kept an agreement with Elvis Presley Entertainment stating that a percentage of the profits of visitors will correspond to it. The contract between the two parties ends next year and not having reached an agreement the owner decided to get rid of the planes.

Jetstar 6

 

 

 

 

 

Capt. Ivan

Final Report Lion Air Flight 904 – Pilot Error

The final report into the crash of a Lion Air Boeing 737-800 aircraft on short finals to land at Denpasar’s Ngurah Rai International airport on 13 April 2013 has identified several safety issues around the skill of the pilots and the carrier’s emergency response procedures.

The National Transportation Safety Committee (NTSC) report retains the same chronology as the preliminary report issued in May 2013. As with the earlier report, it highlights the failure of the captain and first officer to communicate effectively prior to impacting the water. The final report also refers to CCTV footage, which shows the extent of the rainy weather immediately prior to the crash, which prevented the flight crew from seeing the runway.

The first officer, who was flying, mentioned that the runway was not in sight as the aircraft descended through 900ft on final approach after an uneventful flight from Bandung. Although the aircraft’s automated systems issued a “minimum” warning at 550ft, the crew disengaged the autopilot and autothrottle, and continued the descent flying manually.

At 300ft, the report reveals that the cockpit voice recorder picked up a sound consistent with rain hitting the windshield, although there was no sound of windshield wipers. When the 737 had descended to just 150ft, the captain took control of the aircraft, while the first officer again said that he could not see the runway.
During interviews, the captain maintained that he was confident the runway would appear at any moment. It was only when the enhanced ground proximity warning system called a 20ft height alert that the pilot commanded a go-around but, just 1s later, the aircraft impacted the water. Though there were no fatalaties among the 101 passenges and seven crew, four passengers suffered serious injuries. The aircraft, bearing registration PK-LKS, was a complete hull loss.

“The (pilot in command’s) expectation that he would be able to see the runway after the rain can be considered as inability to accurately perceive what was going on in the flight deck and outside the aircraft, including the thunderstorm formation that was observed at an aircraft altitude below 900ft. This might be due to unutilised resources available in the flight deck and the limited visibility due to the hazy conditions which made the pilot unable to see the thunderstorm formation properly.”

The report makes it clear that the captain’s go around decision came far too late. It notes that the bare minimum altitude for a 737 go around is 50 feet, as 30 feet of altitude are lost when executing the manoeuvre. The manoeuvre also demands three seconds to executive effectively.

After the aircraft came to rest in the water, the report shows that the crew handled the evacuation poorly. The first officer initally attempted to evacuate passengers through the right cockpit window. When this proved unviable, he conducted the evacuation through the right-hand service door.
Meanwhile, a flight attendant on the left side of the aircraft was unable to detach a life raft from the aircraft, as her only training for this exercise consisted of watching a video.

The report lists 13 recommendations for five parties including Lion Air, airport operator PT Angkasa Pura I, and the Directorate General of Civil Aviation.
The key recommendations, however, focus on ensuring the pilots employ effective crew resource management skills, hand flying skills, and emergency procedures.

  •   GDL 39