Flight Safety Information November 1, 2012 - No. 220 In This Issue PH aviation fails ICAO safety test anew (Philipines) Priorities for Philippine aviation Israel returned to highest ranking in aviation safety GAO: FAA Dips Its Toes into SMS Waters FAA Moves To Adopt ICAO Helo Noise Code 13 lawsuits pending in NY crash of Flight 3407 PROS IOSA Audit Experts United Said to Study Biggest Airbus A350 to Replace Boeing 747s Lockheed cites good reports on night flights of F-35 helmet Qatar Airlines to Introduce Jets Fueled by Natural Gas Anger in Abu Dhabi over Ethiopian refusal to let flag carrier commence flights PH aviation fails ICAO safety test anew (Philipines) MANILA, Philippines - The Civil Aviation Authority of the Philippines (Caap) will remain in Category 2 status as it has again flunked a review conducted by inspectors from the International Civil Aviation Organization (Icao). As such, Caap will remain in Category 2 status; the Icao team was said to have found two "significant safety concerns [SSC]" during its 10-day evaluation. The team said Caap "failed" in "aircraft registration and flight safety inspection." Flag carrier Philippine Airlines had hoped that the country's aviation industry would revert to Category 1 status so that its newly purchased B777 would be able to fly to new routes in the United States and Europe. The "Icao Coordinated Validation Mission" made the announcement during an exit briefing with Caap officials on Wednesday, according to airport sources. The sources said the team would return in February for another evaluation. The team leader, Henry Gourdji, said an official statement would be sent to the Caap after 15 days. The other members of the group were Jean Claude Waffo of aerodrome ground airfield facilities (AGA); Allan Tang, licensing; Vincent Lambottea, operations; Amal Hewawasam, airworthiness; Kong Cheong, airworthiness; and Sekhat Natarjan Chandr, AGA. In 2007 the then-Air Transportation Office (Ato) was downgraded from Category 1 to Category 2 status after the Icao found 89 SSC during an inspection. The resulting brouhaha forced the administration to abolish the Ato and created the Caap, under Republic Act (RA), 9497. RA 9497 was explicit that the next Caap director general should be appointed "permanently" for six years, so that he/she would not be subject to political pressures. But five years after it was created, the Caap has already had five director generals. The latest, retired Lt. Gen. William Hotchkiss said upon assumption in June this year that he hopes to return Caap to Category 1 status before the end of the year. "Hopefully, we might have some good news by Christmas. But I cannot say outright whether we will get into Category 1," he said. The Department of Transportation and Communications earlier said only two out of the 22 actionable items identified by the US Federal Aviation Authority as safety concerns remained unresolved. These were the lack of qualified safety personnel and the absence of an integrated IT system to modernize the sector's database. The Icao group's visit coincided with the breakdown of the very high frequency omni- directional range (VOR), a crucial navigational aid in major airports that caused the diversion to Clark of nine international flights and three domestic flights. On October 9 the VOR conked out again, forcing at least 13 local and one international flight to be diverted to the Diosdado Macapagal International Airport. Two years ago, the VOR/DME (distance measuring equipment) failed to be on air for two months after more than 12 years of service. The Caap had to cannibalize the Subic VOR to replace the so-called defective elements, thus bugging the Manila VOR. The Manila International Airport Authority (Miaa) agreed to fund the purchase of a new VOR, estimated between P80 million and P120 million. Then-Transportation Secretary Mar Roxas II approved the emergency purchase of a new VOR, which was also approved by the Miaa board during an full court (en banc) session. Transportation Undersecretary for Planning and Operations Rafael Antonio Santos, signed in behalf of Roxas, the same source said. However, it appears that the Caap failed to form a Bids and Awards Committee that would decide whom to award the right to purchase the VOR. Many airline companies, especially the low-cost carriers, are complaining about the frequent diversions to Clark, Cebu and Laoag, which eat into their profits. They criticize the slow progress being made in the aviation sector, but are afraid to air their criticisms publicly for fear of backlash from administration officials. http://www.abs-cbnnews.com/business/10/31/12/ph-aviation-fails-icao-safety-test-anew Back to Top Priorities for Philippine aviation Tony Tyler AIR TRANSPORT plays an important role of connecting people across this great country which has over 7,000 islands and stretches for about 1,800 kilometers from north to south. And it has an even greater role connecting the Philippines to the rest of the world, facilitating trade and tourism. The net result is that aviation is an important contributor to the Philippine economy. In a study conducted by Oxford Economics, it was found that aviation supports P35.5 billion of economic activity-equal to 0.4 percent of GDP-and has created some 123,000 jobs. If we add in the impact of aviation-related tourism, the numbers rise to P192.2 billion-2.4 percent of GDP-and some 874,000 jobs (2.5 percent of the workforce). Aviation's economic contribution to the Philippines can be much more than what it is today. Unfortunately, policy neglect over the years has led to safety concerns, inadequate airport capacity and high taxation, resulting in missed economic opportunities. Safety is the industry's No. 1 priority, but there is a lack of confidence in the Philippines' safety oversight capabilities. It has been on the Category 2 list of the US Federal Aviation Administration's International Aviation Safety Assessment Program since 2008 and on the EU's banned list since 2010. As a result, the economic opportunities that can be facilitated by Philippine carriers are limited when these carriers cannot expand their operations to the United States and to Europe. Moreover, this brings a stigma to the Philippines that does not encourage people to travel to and explore this wonderful country. World-class safety levels are possible. In fact, Philippine Airlines has been on the International Air Transport Association's Operational Safety Audit (IOSA) Registry since 2006. It has achieved the global standard in operational safety management. I welcome the recent appointment of Lt. Gen. William Hotchkiss as director general for civil aviation. He has a huge task in front of him. It will take more resources and a strong long-term commitment by the government to close the oversight gaps, including staffing and training of oversight personnel. A strong commitment can be demonstrated by using IOSA and IATA Safety Audit for Ground Operations as part of its safety oversight requirements. There is no cost to the government. And many other governments-those of Brazil, Mexico, Turkey and Egypt, among others-are using IOSA. The Philippines also faces crippling infrastructure issues. Failure to make appropriate investments in air transport is causing it to be left behind in the Asian economic growth story. The World Economic Forum's Travel and Tourism Competitiveness Index ranks the Philippines 112th among 139 countries for the quality of its air transport infrastructure. The only Asian countries to rank lower are Nepal, Bangladesh and Mongolia. Manila needs a strong hub airport to facilitate the growth of the Philippine aviation industry. But where should the hub airport be located? There have been calls to develop Clark as the hub as Ninoy Aquino International Airport is operating near capacity with little possibility for significant expansion. Clark has a role to play in Philippine aviation-serving the community near it, and for maintenance, repair and overhaul. But it is not the ideal choice for the hub airport in view of the expense. Building a new terminal building, a second runway, and, not to forget, 100 km of land transport infrastructure to link Clark Airport to Manila, has been estimated to cost P10-15 billion. A better move is to find a more convenient option closer to Manila. I strongly urge the government to explore all other possibilities. There are no successful hub airports that are located 100 km from the city center. Even Tokyo's Narita Airport is only about 50 km away from the city center. And with the reopening of Haneda (much nearer the city) to international traffic, airlines are scrambling to secure slots there, precisely because passengers prefer the closer option. In the interim period we need to maximize the potential of the current facilities at Naia- both the terminal building and airside. The implementation of the IATA Worldwide Slot Guidelines is now complete and has alleviated some of the airspace delays. And we are eager to work with the authorities on further solutions. At the same time, we need to push ahead with a major upgrade of the air traffic control system, which is badly needed. And finally, air transport in the Philippines is excessively taxed. Elimination of the Common Carrier Tax and Gross Philippine Billings on foreign airlines will create "win-win" opportunities by lowering the total cost of international passenger travel by 2.5 percent, and increasing the number of international arrivals and departures in the Philippines by 1.9 percent. This will translate into a potential gain of up to $78 million for the wider Philippine economy from increased tourism. And there will be a positive impact on cargo and exports. The IATA has been working closely with the Board of Airline Representatives and other stakeholders in the Philippines on this issue. I look forward to the speedy passage in the Senate of the bill that seeks to eliminate these taxes. The Philippines needs a vision for aviation that is big with joined-up thinking and with a long-term focus on enhancing competitiveness. We hope to soon see a resolution on the long-standing tax issues. But to be really effective, the Philippines must adopt global standards on safety oversight and provide the air transport infrastructure needed to welcome growth and development. Only then will it fully achieve the full potential of economic benefits that aviation makes possible. Tony Tyler is director general and CEO of the International Air Transport Association. http://opinion.inquirer.net/39922/priorities-for-philippine-aviation Back to Top Israel returned to highest ranking in aviation safety Israel has returned to the highest ranking in aviation safety according to the standards of the United States Federal Aviation Authority, Transportation Minister Yisrael Katz announced on Thursday. The FAA informed the Civil Aviation Authority Director Giora Romm on Thursday of the organization's decision to cancel Israel's downgrade to Category 2 for flight safety, and return it to the highest - Category 1, according to the Transportation Ministry. Following Israel's return to Category 1, Israeli airlines flying to the US will no longer be subject to the limitations they have faced for the past three-and-a-half years, and Israeli and American airlines will be able to sign more code-share ticketing agreements, the ministry said. http://www.jpost.com/Headlines/Article.aspx?id=290101 Back to Top GAO: FAA Dips Its Toes into SMS Waters The FAA is making progress implementing safety management systems (SMS) both within the agency and for the aviation industry as a whole, but the effort is likely to take many years to complete, according to the Government Accountability Office (GAO). In a recent report to House and Senate aviation committees, the GAO concludes that the magnitude of SMS's potential impact on aviation oversight and the complexity of implementation are both a benefit and a drawback for the FAA. While SMS implementation could help ensure the continued safety of the U.S. aviation system, it could also drag down other large initiatives as the agency works with limited resources. "With agency resources and capacity in great demand," the GAO said, "it will be important for the agency to maximize the efficiency of SMS implementation, both through efficient use of its workforce and creation of policies and systems that standardize and streamline implementation." But the government watchdog organization warned that data protection concerns from airport officials and others could prevent aviation stakeholders from fully embracing SMS implementation, thus hindering its effectiveness. "Without assurance of protection from state freedom of information act laws," the GAO wrote, "some aviation stakeholders may choose to collect only the bare minimum of safety-related data or may choose to limit the extent to which collected information is shared among aviation stakeholders." For decades, the aviation industry and federal regulators, including the FAA, have used data reactively to identify the causes of aviation accidents and incidents to take actions to prevent their recurrence. While the FAA plans to continue to use data to analyze past safety events, it is also working to use data proactively to search for risks. The FAA is undertaking the transition to SMS in coordination with the international aviation community, working with the International Civil Aviation Organization (ICAO) to adopt applicable global standards for safety management. ICAO requires SMS for the management of safety risk in air operations, maintenance organizations, air traffic services and airports, as well as certain flight-training operations and for organizations that design or manufacture aircraft. Further, ICAO has established for its 191-member countries safety management requirements that mandate that civil aviation authorities-such as the FAA-establish SMS, which it refers to as "state safety programs." ICAO first mandated SMS worldwide for air traffic service providers, such as air carriers and certified airports, in 2001. The United Nations-affiliated organization later specified that member states should mandate SMS implementation for airports, air carriers and others by 2009. While the FAA began to implement SMS in 2005, FAA officials informed ICAO that the agency and industry would not be able to meet the 2009 deadline. The international aviation body is allowing the FAA to take additional time because the U.S. is a leading implementer of SMS worldwide, and because the U.S. aviation system may be more complicated than other countries' because of its size and complexity. ICAO has not specified a new date by which the FAA is expected to comply. http://www.ainonline.com/aviation-news/aviation-international-news/2012-11-01/gao- faa-dips-its-toes-sms-waters Back to Top FAA Moves To Adopt ICAO Helo Noise Code The FAA has issued a notice of proposed rulemaking (NPRM) aimed at reducing noise generated by new helicopters and supplemental type certificate (STC) modifications for new helicopters certified under Part 36 (noise standards) of the federal aviation regulations (FARs). The proposed rule would impose standards already adopted by the International Civil Aviation Organization (ICAO, Annex 16, Vol. 1, Chapters 8 & 11, Amendment 7). The new "Stage 3" standards would apply to all new helicopters in all phases of flight and be measured in effective perceived noise level in decibels (EPNdB) for helicopters weighing more than 3,125 pounds. The new noise standards are based on a logarithmic formula based on maximum weights of 176,370 pounds down to 3,125 pounds. (The maximum weight figure is high in relation to current helicopter technology. The Russian Mi-26, for example, is large by modern standards and has an mtow of about 123,000 pounds, and the Sikorsky CH-53E has an mtow of 73,500 pounds.) Helicopters weighing less than 3,125 pounds would have a maximum noise limit of 82 decibels SEL (sound exposure level/noise meter). The formula sets a noise ceiling for helicopters that weigh 176,370 pounds or more during takeoff, flyover and approach. For the maximum weight value that equates to EPNdBs of 106, 104 and 109, respectively for these flight phases. The noise formula decreases permissible noise at a rate of 3.01 EPNdB per halving of helicopter maximum weight to a floor of EPNdBs of 86, 84 and 89, respectively for helicopters weighing more than 3,125 pounds. "The proposal of these more stringent noise certification standards into U.S. regulations is consistent with the FAA's goal of harmonizing U.S. regulations with international standards," wrote Lourdes Maurice, director of the FAA's office of environment and energy. "Although ICAO adopted increased noise stringency standards for helicopters in 2002, the United States has yet to adopt these standards into Part 36. There has been heightened public awareness of helicopter noise in the United States, and the FAA has determined that the public would benefit from adoption of these more stringent standards." Decades of Noise-reduction Standards The FAA's attempt to regulate helicopter noise is decades old. It began in 1979, when the agency issued, and subsequently withdrew, an NPRM to mandate helicopter noise certification standards after being persuaded they were not feasible with technology at the time. In 1982 the FAA, NASA and industry embarked on a $20 million joint research program aimed at developing noise-abatement technology and noise-prediction tools. Another noise-standard NPRM was issued in 1986 consistent with the technology of the time. In 1988 that NPRM was incorporated into Part 36 of the FARs governing noise emission standards for new helicopters. Those regulations designated Stage 1 helicopters as those that did not meet the new limits or had never been tested. Stage 2 helicopters met the new standards. Part 36 applied to both original and amended helicopter type certificates and prohibited changes in the type design that could increase noise beyond proscribed limits. The FAA does not expect the new standards to have widespread immediate impact. "Given the complexity and expense in developing new helicopter models, the FAA estimates that applications for two new helicopter type designs will be submitted in the next 10-year period; this would mirror the development of helicopter type designs in the last decade," said the agency. Finally, new standards are not expected to change the way helicopter noise is tested and measured. http://www.ainonline.com/aviation-news/aviation-international-news/2012-11-01/faa- moves-adopt-icao-helo-noise-code Back to Top 13 lawsuits pending in NY crash of Flight 3407 BUFFALO, N.Y. (AP) - All but 13 of the more than three dozen wrongful death lawsuits filed after the 2009 crash of Continental Flight 3407 near Buffalo have now been settled. Lawyers involved in the cases were scheduled for a status conference in U.S. District Court in Buffalo Wednesday but instead gave the judge a written update. They say 29 plaintiffs have settled claims and mediation continues in the 13 remaining cases. Settlement amounts haven't been disclosed. The Newark, N.J.-to-Buffalo flight operated by regional carrier Colgan Air crashed into a home in suburban Clarence on Feb. 9, 2009. All 49 people on board and a man in the house died. The passengers' families' lawsuits name Continental, Colgan, its parent, Pinnacle Airlines, the plane's maker, Bombardier, and FlightSafety International, which trained the pilots. Back to Top Back to Top United Said to Study Biggest Airbus A350 to Replace Boeing 747s United Continental Holdings Inc. (UAL) is in talks with Airbus SAS about buying A350- 1000 jets, a step toward the first U.S. purchase for the planemaker's largest twin-engine model, people familiar with talks said. The world's biggest airline is considering the 350-seat plane to replace older Boeing Co. (BA) 747s, said the people, who asked not to be identified because the talks are private. United already has agreed to buy 25 of the mid-sized A350-900 variant under a 2009 deal that included 25 of Boeing's 787 Dreamliners. A United order would help Toulouse, France-based Airbus in its effort to loosen Boeing's grip on the market for large twin- aisle aircraft. Airbus had suffered cancellations and a four- year A350-1000 order drought until July. United has said it's also looking at what Boeing will offer as a successor to its 777, the Chicago-based planemaker's biggest two- engine model. Airbus is promising the A350-1000's first delivery by 2017 and promotes it as 25 percent more efficient than a 777-300ER, partly because it uses more lightweight composite materials. That timeline may give Airbus a head start of three years over a 777 replacement, because Boeing hasn't committed to a schedule beyond saying the new plane would be in service by decade's end. A competition with Boeing would depend partly on how soon Airbus can free up delivery slots for the A350-1000 and how fast Boeing can develop the jet dubbed the 777-X, said two of the people. The A350-1000's list price is $320.6 million, while a 777-X probably would command more than the 777-300ER's $315 million. Jet buyers usually get discounts. Customer Discussions Airbus declined to comment, saying discussions with potential buyers are private. Christen David, a spokeswoman for Chicago-based United, said: "We continuously have discussions with our aircraft manufacturers." Boeing is "engaging with our customers to define" the 777-X and when it might become available, Karen Crabtree, a spokeswoman, said by e-mail. "While we haven't set a firm timeline or launched the program, we've consistently talked about a potential market entry around the end of the decade," she said. The A350-1000 went on sale in 2006 and was originally promised for 2015. Airbus delayed the airliner two years ago to add a more powerful Rolls-Royce Group Plc engine and work on the landing gear and wing. Airbus has won 88 orders for the plane, compared with 352 for the A350-900, which is undergoing final assembly and is due to enter service in late 2014. United's Fleet United's main jet fleet totaled 701 planes at the end of 2011, according to a regulatory filing. Airbus's share was only 22 percent, and none of the aircraft in service were the wide- bodies that typically provide planemakers with their highest profit margins. The carrier hasn't bought twin-aisle planes since its creation in the 2010 merger between former United parent UAL Corp. and Continental Airlines Inc. Chief Executive Officer Jeff Smisek was part of the leadership team at Continental in the 1990s when it transitioned to an all-Boeing lineup. Boeing planes accounted for 55 percent of the 2,349 wide- body jets on order worldwide at the end of September, according to data compiled by Bloomberg. Airbus had 54 percent of the single-aisle backlog for the two companies, the data show. Shrinking Boeing's lead at United would be a second U.S. coup for Airbus. In 2011, AMR Corp. (AAMRQ)'s American Airlines ended its recent all-Boeing history by splitting a single-aisle jet order. Airbus won the deal thanks to a more fuel efficient version of its A320 aircraft, pressuring Boeing to follow suit and offer its own upgrade on the best- selling 737 model. United's A350-900 order came before the merger, so a new deal would expand Airbus's foothold at the airline and may pave the way for an eventual purchase of A380 double- decker aircraft. Senior vice president for finance, Gerry Laderman, said in an August interview that the airline couldn't "dismiss the potential" of such a large jet, given the size of its network. http://www.bloomberg.com/news/2012-10-31/united-said-to-study-biggest-airbus-a350- to-replace-boeing-747s.html Back to Top Lockheed cites good reports on night flights of F-35 helmet HERZLIYA, Israel (Reuters) - Lockheed Martin Corp said on Tuesday that it was making progress on resolving technical issues facing the cutting-edge helmet being developed for use by F-35 fighter pilots, and it cited positive initial reports from night flight tests of the system. Lockheed Martin Executive Vice President Tom Burbage said that night vision performance was the "only real question" left on the helmet, which was designed by a joint venture of Rockwell Collins Inc and Israel's Elbit Systems to display all the information F-35 pilots need to fly the plane. Back to Top Qatar Airlines to Introduce Jets Fueled by Natural Gas It's no secret that our reliance on fossil fuels must come to an end, and the sooner the better. Prices at the pumps continue to push up against record highs, and climate change issues plague many parts of the world. Those who care about environmental sustainability have been limiting their airplane travel in recent years, as reports have come out deeming that to be the method of travel with the largest carbon footprint. But if a new approach soon coming to market proves effective, there may be an alternative. Qatar Airways is opening up a brand new airport by the end of 2013, and among many flashy updates and comfortable amenities is the incredibly important addition of airplanes fueled by natural gas. Qatar has had issues with oil for quite some time, as it doesn't have many natural oil deposits. But its supply of natural gas is sizable and has offered a real alternative. However it is much more difficult to ship unstable natural gas, so the airline has partnered with Royal Dutch/Shell on a plant that can transform gases into liquids. It's an innovative approach, but not a brand new one. In fact, South Africa has been making jet fuel and diesel from coal ever since the days when apartheid trade sanctions cut the country off from importing oil. And scientifically the process of turning coal or natural gas into liquid form is similar enough that it doesn't create any new problems. But while South Africa's coal-based fuel has an even higher carbon footprint than standard oil, the Qatar Airways team feels that is not the case with their natural gas fuels. According to Akbar Al Baker, the CEO of Qatar Airways, their transformed natural gas is a large improvement over petroleum-based jet fuel. There is no sulfur involved, therefore no sulfur dioxide is being released into the environment to add to global warming. And since the fuel sourced from natural gas provides more energy than the petroleum version, it takes less fuel to make the same trip. Less fuel used, and less weight in fuel required on the airplane means improved fuel economy. It will still be a while before Qatar Airlines is able to implement this new fueling procedure across its fleet. Its ships consist of more than 100 aircrafts. A handful of those work with Rolls Royce engines, and the manufacturer has approved this new fuel. Rolls already had experience with this technique, as Britain's Royal Air Force fleet ran one of the earliest studies on South Africa's methods, which is why they may have been so quick to agree to the changes. But the majority of the aircraft run on General Electric engines, and GE does not have that experience. According to Rick Kennedy, a G.E. spokesperson who was queried on this issue, the company is ready to confirm the fuel's use in their vehicles. But they are still uncertain if the new fuel is as large a boon for the environment as Qatar's people suggest. Other companies have been experimenting with alternative jet fuels, and early results suggest potentially stronger long-term options. Boeing, one of the most well respected airplane manufacturers in the world, is looking closely at bio-based fuels. They feel that jet fuel created from natural gas works much in the same manner as traditional fossil fuels, and the expensive processing reverses many of the benefits. While it may not be the best strategy internationally, it is clearly a great idea for Qatar, based on that region's particular needs. Yet considering the costly process and approval timeline, it will be quite a while before natural gas powers your car service to Logan Airport. http://ecopreneurist.com/2012/10/31/qatar-airlines-to-fly-jets-fueled-natural-gas/ Back to Top Anger in Abu Dhabi over Ethiopian refusal to let flag carrier commence flights (eTN) - A regular Gulf aviation source has let it drop that anger is boiling over in the UAE capital of Abu Dhabi, after it was learned that the Ethiopian authorities have withheld approvals for Etihad to commence flights, due to start on November 2. "The bilateral air service agreements are clear - Etihad has the right to fly to Addis Ababa. They have spent a lot of money to prepare for the launch, marketing and all, staff employment in Ethiopia, rent, investments in all sorts of things, lined up media and agents fam trips, and all is now in jeopardy. I would not be surprised if on landing in the UAE, Ethiopian may not be subjected to a series of ramp checks at Dubai International to drive home the point that you do not mess around like that. It might also have a fall-out on political relations between the UAE and Ethiopia, as such blatant breaches of protocol, especially in the Arab world, means loss of face and THAT will have a reaction somewhere," wrote the source in an email just received, as the Gulf is an hour ahead of East Africa. Presently, it is Ethiopian and Emirates flying between Dubai and Addis, and FlyDubai from Sharjah to Addis while Etihad wanted to launch later this week flights between Abu Dhabi and Addis. Notably Ethiopian Airlines tried their luck with flights to Abu Dhabi a few years ago but failed to attract enough traffic, subsequently scrapping the route within months and now thought to have peddled influence with the authorities to keep what has been described by a source in Addis as "unwelcome competition from another Gulf giant" out of their back yard. Could this be true? In aviation, and considering the recent politicization of the airline in a radical departure from the past strict division of airline and ruling party, nothing would surprise. http://www.eturbonews.com/32014/anger-abu-dhabi-over-ethiopian-refusal-let-flag- carrier-commence Curt Lewis