Continental Airlines to furlough pilots in September

The bad news: Continental Airlines will begin to furlough pilots as of September 9, 2008. The good news: Fewer than 200 pilots will be laid off. In fact, although the airline reportedly sent furlough warning notices to about 500 pilots, word is that the number of expected pilot furloughs now is estimated to be between 140 and 180.

In early June, Continental Airlines announced its capacity reduction plans. Those plans included the elimination of 67 mainline aircraft, and about 3,000 jobs "through voluntary and involuntary separations." The Air Line Pilots Association (ALPA), the union representing some 5,000 pilots at Continental Airlines, has been working with the carrier to reduce the number of pilot furloughs.

A Bloomberg news article about the Continental pilot furloughs quoted an ALPA spokeswoman who said, "We're still in the process of determining the final impact of an incentive program for pilots to leave voluntarily. The union is doing everything it can to work with the company through Sept. 9 to reduce any need for furloughs."

Three Northwest Airlines pilots receive Superior Airmanship Award

Three Northwest Airlines pilots have received a Superior Airmanship Award from their union, the Air Line Pilots Association (ALPA). Captain Dennis Leighton, First Officer Edward Sparks and Second Officer David Kritzer, received the award at the 54th Annual Air Safety and Security Week awards banquet on last week in Washington D.C.

The Superior Airmanship Award was given for the pilots' actions as crew on a flight from Taipei, during which they experienced a triple Inertial Navigation System (INS) failure. The crew, left with only standby instruments in low IFR conditions, safely landed the Boeing 747-200 after four attempts.

ALPA said, "Their performance and professionalism during a high pressure and dangerous situation is to be commended."

Labor tensions grow between Spirit Airlines and its pilots

Spirit Airlines had to cancel a number of flights earlier this week. Miami-Ft. Lauderdale station CBS 4 reported that the airline attributed the cancellations to "a combination of bad weather, pilots not wanting to work overtime, and 'operation issues' that they say caused a domino effect of canceled flights."

Meanwhile, the pilots' union said it's not the pilots' fault. Here is what the Air Line Pilots Association (ALPA) had to say on August 12, 2008 about the situation:

"The situation at Spirit Airlines has been deteriorating, and today’s flight cancellations are just one more indication of management’s inability to manage its operations effectively during this turbulent time for the airline industry. Despite management’s attempt to pin the blame on pilots for recent flight cancellations, a more accurate explanation can be placed on management’s decision to downsize the pilot group by 30 percent without corresponding adjustments in its fleet and flight schedule.

"In mid-July, the company announced that it had furloughed 45 pilots with an additional 70-plus pilots to be furloughed in September. However, the company has yet to scale back its operations or number of flights to compensate for the loss of pilots. In order to cover the gap, Spirit management has chosen to violate its contract with the pilots by refusing to obey by staffing and scheduling provisions.

"Management’s new rules have left most Spirit pilots maxed-out on the number of flight hours they can fly under Federal law. It has also made it nearly impossible for pilots to take on additional flying that would satisfy the number of flights operated by Spirit Airlines."

Fast forward a couple of days to August 14. Now we learn from ALPA that Spirit Airlines is harassing any pilot who calls in sick or fatigued. ALPA says that Spirit pilots who call in sick are facing "invasive investigations and possible disciplinary actions."

The union cites an instance in which a pilot called in sick and was required to take an ambulance to a company-selected doctor for examination. The doctor confirmed that the pilot was indeed sick and gave the pilot a note declaring that he shouldn’t fly for five days because of his medical condition. Nonetheless, the company subsequently "issued a harassing notice of investigation to the pilot in reaction to his sick call," says ALPA.

ALPA says that Spirit Airlines pilots are not engaging in any kind of organized "sick-in." Capt. Sean Creed, MEC chair of the Spirit Union of ALPA, said, "As in any other profession, employees get sick, and are permitted to stay home to recover. Any reputable company respects the need for sick time—without making unwarranted and absurd accusations that the employees are conspiring against the company."

So let's see, we have an airline that reduced its pilot force, but not its flying schedule. That probably means the only way the schedule can be maintained is if no pilots are ever absent from their assigned trips for any reason -- including being genuinely sick, or just too tired to fly safely. Fewer pilots on the same number of trips also suggests that the airline is relying pilots to volunteer frequently to pick up extra trips on what should be their days off. This sounds like poor manpower planning at the least, and pilot pushing at worst. Sooner or later some pilots are going to get sick, or burned out with exhaustion.

If this is beginning to sound familiar, it's because Spirit Airlines is hardly the only carrier to engage in this practice of pressuring crews to come to work, even if they are ill or fatigued. Let's hope that Spirit Airlines refrains from going the route of United Airlines, which recently filed suit against its pilots. In that case, United also crabbed about pilots working according to the terms of their valid contract, and refusing to pick up extra trips on their legal days off.

Earth to airline management: Pilots sometimes get sick. They very often get tired. They aren't required to fly on their days off -- that's why they're called days off. If you have fewer pilots than needed to fly the schedule, that's not the pilots' fault.

[Photo Source]

Gemini Air Cargo shuts down operations

Word on the street is that Gemini Air Cargo has ceased operations. Usually I try to stay away from posting rumors on Professional Pilot News, but I've had an unusual number of inquiries over the past 24 hrs about whether Gemini was going out of business. This prompted me to make some inquiries of my own. There's no message or notice on the Gemini Air Cargo website stating that the carrier's operations have ceased, however several sources I tend to trust have said that the rumor about the shutdown of Gemini's operations is true.

Apparently I am not the only one trying to verify the rumors. An article today on FlightGlobal.com, which is known as a reliable source of aviation news, reports that "sources with knowledge of the situation" say that Gemini Air Cargo has indeed closed its doors.

Regular readers of Professional Pilot News will recall that I reported in June that Gemini Air Cargo filed for Chapter 11 bankruptcy protection. At that time, 75 of Gemini's 225 pilots were either furloughed or terminated, however the air freight carrier continued to operate its DC-10-30F and MD-11F aircraft. The bankruptcy filing in June was the air cargo operator's second in two years.

I will add an update to this post as soon as any official information becomes available.

UPDATE Aug. 15, 2008: Air Cargo News reported this morning that Gemini Air Cargo has ceased operations and has entered Chapter 7 liquidation. The article said, "The bankruptcy court was due to rule on a successful bidder on 15 August, however, it is believed that negotiations with the final interested party, Bravia Capital, broke down on 12 August and the airline subsequently ceased flying operations."

According to Air Cargo News, Gemini's four MD-11Fs will now be returned to the lessors, two to GECAS and two to AerCap. Rumor has it that the two GECAS-owned aircraft are likely to be placed with World Airways, which has been looking to increase its MD-11 fleet.

FAA issues flight restrictions for political conventions

The U.S. Federal Aviation Administration (FAA) has issued Temproary Flight Restrictions (TFRs) in the Denver area during the Democratic Convention from August 25-28, and in the Minneapolis-Saint Paul area for the Republican Convention from September 1-4. Before and during each convention, a number of leaders will arrive in the respective areas, thus, each event has been designated a National Special Security Event. The United States Secret Service is the lead agency in charge of security design, planning and implementation.

The FAA has classified the airspace in the areas of the national political conventions as "National Defense Airspace", and is issuing Notices to Airmen (NOTAMs) with rules and restrictions in regard to flying in that airspace.

Here are the links to the relevant TFRs and NOTAMs for each area:

Democratic National Convention, Denver, Colorado, August 25-28, 2008

• Flight Advisory - 6-page 'pdf' file
• NOTAM FDC 8/1190

Republican National Convention, Minneapolis-Saint Paul, Minnesota, September 1-4, 2008

• Flight Advisory - 8-page 'pdf' file
• NOTAM FDC 8/1542

The FAA notes, "Any person who knowingly or willfully violates the rules concerning operations in this airspace may be subject to certain criminal penalties under 49 USC 46307. Pilots who do not adhere to the following procedures may be intercepted, detained and interviewed by Law Enforcement/USSS/Security Personnel. Be advised that noncompliance with the published NOTAM may result in the use of force."

U.S. Forest Service fire fighters feared killed in California helicopter crash

A Sikorsky S-61N helicopter carrying U.S. Forest Service fire fighters has crashed in northern California. The accident occurred at about 7:30 p.m. PDT last night, August 5, 2008. According to an FAA preliminary report about the accident, the helo had two crew members and 11 passengers on board. A media advisory about the crash issued today by the U.S. National Transportation Safety Board (NTSB) says that of the 13 people believed to be on board, four suffered serious injuries, while nine are unaccounted for and are presumed to be fatally injured.

The NTSB says that the rotorcraft crashed during takeoff in a remote wooded area about 35 miles northwest of Redding, CA, and that a fire ensued. A U.S. Forest Service statement about the crash, issued last evening, noted that the helicopter was assigned to the Iron Complex on the Shasta-Trinity National Forest. It crashed on the north end of the Buckhorn Fire, approximately 15 miles northwest of Junction City, Calif.

A follow-up statement issued by the U.S. Forest Service a short time ago confirmed that the helo was shuttling fire crews, and said:

Four fire personnel were airlifted to Mercy Medical Center and arrived at approximately 9:30 p.m. Two fire personnel, one of which is the pilot of the helicopter, were air lifted to UC Davis Medical Center in Sacramento. This morning at about 8 a.m. a third individual was air lifted to UC Davis Medical Center.

The Forest Service stated that the person identified as a pilot is in "serious condition."

The FAA and the NTSB reported the registration number of the rotorcraft as N612AZ. FAA records list the craft's registered owner as Carson Helicopters, Inc. of Grants Pass, OR. The U.S. Forest Service confirmed today that the helicopter was operating under contract, and was owned by Carson Helicopters.

The NTSB has dispatched a "Go Team" to investigate the accident.

UPDATE Aug. 15, 2008: The NTSB has issued an update on the progress of the investigation of this crash, saying the on-site phase of the investigation has ended, but the investigation is ongoing.

Excerpt from today's NTSB press advisory:

The helicopter had taken on fuel immediately before the sortie that included the accident flight. Fuel samples from the truck that serviced the aircraft have been obtained and will be tested.

Interviews with firefighters who witnessed the accident have concluded. They consistently reported that the helicopter lifted off slower than they would have expected before striking trees and crashing more than 100 yards from the lift off point.

The helo's cockpit voice recorder (CVR) was recovered but had sustained heat damage that prevented data extraction by the usual methods. It is being sent to the manufacturer in England for further analysis.

Nine of the 13 individuals who were aboard the accident aircraft were killed.

Airbus A380 requires new 'super' wake separation category

Now that the new Airbus A380 'superjumbo' aircraft has begun to fly in U.S. airspace, the Air Line Pilots Association (ALPA) has issued an Operations Bulletin to inform pilots about the new wake separation category that the world's largest airliner has ushered in, requiring separation greater than that required behind the 'heavy' category.

Operations Bulletin 2008-05 issued by ALPA on August 1, 2008, notes that A380 pilots will use the designation 'super' after their call sign while in the airport terminal area. Air traffic controllers will not be allowed to apply visual separation standards to any aircraft following an A380 and will not issue a visual approach to the pilots of any aircraft following an A380.

The FAA separation standards for aircraft following an A380 are:

• En route: Small, large, and heavy behind an A380 - 5 miles


• Terminal: Small, large, and heavy behind an A380 - 10, 8, and 6 miles respectively

The ALPA bulletin points out that movement of the A380 both on the ground and within the terminal area may result in significant delays.

Pilots should report wake turbulence encounters involving any aircraft by filling out a NASA ASRS form and/or via their airline's Aviation Safety Action Program (ASAP).

Emirates Airline began scheduled Airbus A380 service to New York's John F. Kennedy International Airport (JFK) on August 1. Other airlines are expected to begin A380 service to San Francisco International Airport (SFO), Los Angeles International Airport (LAX), and Chicago O�Hare International Airport (ORD) in the near future.

Fatal crash of East Coast Jets charter in Minnesota

A chartered business jet (registration number N818MV) operating as East Coast Jets Flight ECJ 81, crashed this morning, July 31, 2008, near Degner Regional Airport, Owatonna, MN. On board the aircraft were two pilots and six passengers, all of whom died. The aircraft was completely destroyed.

Brad Cole, President of East Coast Jets, confirmed that the accident aircraft, a BAe 125 (AKA Hawker 800a) was operated by his company. He identified the two crew members as Clark Keefer of Bethlehem, PA and Dan D'Ambrosio of Hellertown, PA. News reports said that both pilots and five of the passengers perished at the scene of the accident. The sixth passenger died at a hospital a short time later.

In his statement, Mr. Cole said that the aircraft was chartered from East Coast Jets by Revel Entertainment to transport employees to Owatonna, MN from Atlantic City, NJ. According to Cole, the aircraft had departed from Lehigh Valley International Airport, Allentown, PA early this morning for a repositioning flight to Atlantic City International Airport before departing for Minnesota.

A news report about the accident in the Minneapolis-St. Paul Star Tribune quoted witnesses who said that the aircraft "apparently landed on the 5,500-foot runway and either couldn't stop or tried to take off again." A witness on the ground said the plane tried to get airborne again before crashing wing first into a nearby cornfield.

Local media reports say that "severe storms" had passed through the Owatonna area earlier in the morning. MyFox Twin Cities said that wind gusts of 72 mph were reported in Owatonna around 8:35 a.m., but added that the severe weather seemed to "wrap up" shortly before 9AM.

"By the time it's believed the plane went down, the winds were down to 5 to 10 miles per hour out of the south," MyFox Twin Cities reported. The accident occurred between 09:30 and 10:00 local time.

The U.S. National Transportation Safety Board (NTSB) dispatched a team to the accident site. They arrived at the crash scene late this afternoon. Several news reports this evening mentioned that the cockpit voice recorder and a flight management system already had been recovered from the wreckage and sent to the NTSB lab in Washington, D.C.

The Star Tribune has published a collection of still photos of the accident scene.

Condolences to the families, colleagues and friends of Clark Keefer and Dan D'Ambrosio, and to the families and friends of the passengers who died in this accident.

[Photo Source]

First flight of the new PiperJet

Piper Aircraft's new prototype six-passenger single-engine turbo-fan aircraft, the PiperJet, has made its first flight. With Piper Test Pilots Dave Schwartz and Buddy Sessoms at the controls, the craft took off for the first time from Piper headquarters in Vero Beach, FL, late yesterday morning, July 30, 2008. The PiperJet is the first pure, jet-powered, turbofan design in the company’s 71-year history.

For its historic first flight, the plane remained aloft for an hour, reaching a maximum altitude of 10,000 feet and a speed of 160 KTAS as per the flight test plan. According to the manufacturer, the PiperJet is powered by a single Williams FJ44-3AP engine rated at 3,000 pounds of thrust. In the PiperJet application, the engine is de-rated to approximately 2,400 pounds of thrust.

"The FADEC control on the Williams engine greatly reduces pilot workload, allowing greater focus on controlling and navigating the PiperJet," said Schwartz. "Pushing the single power level full forward for takeoff results in a smooth but rapid buildup of thrust and acceleration."

A company news release about the PiperJet's first flight says:

With completion of first flight, the PiperJet has begun a 50 hour initial flight test program to expand the envelope and further investigate the aerodynamic configuration and basic flight performance. Piper test pilots expect to retract the landing gear on the PiperJet’s next flight, after which they will make several more flights to expand the high-speed envelope, eventually reaching 360 KTAS. Envelope expansion will also include higher operating altitudes, up to a maximum of 35,000 feet.

Deliveries of the PiperJet are anticipated to begin in 2011. According to John Becker, Piper’s Vice President of Engineering, the company plans to have the aircraft certified in the Normal Category under FAA Part 23 and applicable foreign certification standards.

"It’s designed to be flown by a single pilot and will be RVSM Certified. Moreover, its innovative design includes ample baggage space and class-setting useful load," Becker said. "The PiperJet will be certified to a maximum operating altitude of 35,000 feet, well above the weather while combining performance with the latest safety technologies and features."

Piper plans a public unveiling of the PiperJet for existing and prospective customers and the news and aviation media in late August or early September at the Piper factory in Vero Beach, FL, during which Piper test pilots will demonstrate the PiperJet’s full flight capabilities.

Meanwhile, you can have a preview with this short video of the PiperJet's first flight, and you can visit the PiperJet website for more photos, and information about the new aircraft's specifications.

[Photo Source]

Air Canada Airbus A319 incident at Denver

The U.S. National Transportation Safety Board (NTSB) has issued its preliminary report about an incident at Denver last week involving an Airbus A319 aircraft, operated by Air Canada. Judging from the description of events provided by the NTSB, it sounds as though the crew had one very frustrating afternoon.

The aircraft (registration number C-FYJP), operating as Air Canada Flight ACA1042, was departing Denver International Airport for a scheduled passenger flight to Toronto's Pearson International Airport on the afternoon of July 23, 2008. According to the NTSB report, the captain heard a "whistling noise" during the takeoff roll. Suspecting an unsecured window, he rejected the takeoff. The aircraft taxied back and a second takeoff was initiated.

Here's what happened next (quoting from the NTSB report):

Gear retraction, which was delayed to allow the brakes to cool as a result of the previous rejected takeoff, was normal.

When the flaps were retracted, an F-LOCKED message was received. An emergency was declared.

When the airplane was configured for landing, the following messages were illuminated: RIGHT UNLK ON PANEL; L/G DISAGREE; L/G NOT DOWN. A go-around was made and dispatch and maintenance were contacted.

It was later determined that the landing gear was down and locked, and a flaps 3 landing was made on runway 16R. There was a noticeable vibration on the right side of the airplane, and minimal braking was used to slow the airplane on the 16,000-foot runway. Inspection revealed the right inboard tire had failed.

After discussions with the cabin crew and some passengers, indications were that the tire failed at rotation on the second takeoff. Rubber fragments were found on the right side of the runway at the 6,000-foot mark.

There were no injuries reported among the two cockpit crew, three flight attendants, and 94 passengers on board at the time of the incident.

Sounds like that airplane just didn't want to leave Denver!