AVIATION NEWS BRIEFS

*AIR FRANCE-KLM's holiday carrier MARTINAIR, confirmed yesterday that it is to axe its passenger business late next year in order to focus completely on its cargo operations. Martinair, which uses 4 Boeing 767s for passenger transport, had indicated just days ago that it was considering such a strategy. Martinair says its "competence" in the air freight sector has driven the decision, but it admits that its passenger business "lacks the necessary scale" to be profitable. It will continue to operate to holiday destinations in the Caribbean until the end of 2011 and passengers can still book Martinair flights until then. Martinair hopes to continue operating as part of Air France-KLM's cargo division. It has a freighter fleet of 7 MD11s and 747-400ERFs.

*A new EU law intended to ensure the independence of air accident investigations was approved by the European Parliament on September 21. It also sets out, for the 1st time, to require investigators to take into account the interests of accident victims and their relatives. The new law specifies that Europe's new standardized accident investigation system will be structured as a network of national agencies that can share resources, and which report to the relevant EU institutions, including the Commission and EASA. Recommendations made by investigators will apply across Europe, not just nationally. It also requires the accident investigation function to be separate from regulatory authorities, and it is intended to protect statements taken from individuals by a safety investigator, as well as voice and image recordings taken inside cockpits and air traffic control units. The latter information, says the European Parliament, will not be available outside the accident investigation unless there is "an overriding reason" for disclosure to the judiciary. The intention is to ensure that people can testify without fear to the investigators, rather than invoking their right to silence, a choice they would be entitled to take if they believed their testimony would be used by prosecutors. In addition, each member state must set up a civil aviation accident emergency plan and require that all Airlines registered there have a plan to assist victims of accidents and their relatives. EU Airlines, as well as non-EU Airlines departing from an EU Airport, would be obliged to produce a list of all those onboard an aircraft "within 2 hours of the notification of the occurrence of an accident to the aircraft". The names can only be made public after the families or close relatives of the passengers have been informed by the authorities, and with the relatives' approval. A list of any dangerous goods on the aircraft will have to be released by the Airline immediately. The Commission has been given until the end of 2011 to draft an update of the air safety occurrence reporting directive.

*Airlines may be ordered to check tens of thousands of aircraft passenger seats made by Japanese manufacturer Koito Industries after a scandal over questionable safety data, European and US authorities said yesterday. The company has been accused of  falsification of fire resistance and strength data on plane seats. Following recommendations from Japan's JCAB airworthiness authority, safety agencies on both sides of the Atlantic published draft directives that would order airlines to carry out checks of the seats. The European Aviation Safety Agency (EASA) said in its draft directive that it and JCAB had concluded that all data, both design and manufacturing, generated by Koito "had to be treated as suspect." EASA said its proposal would mean Koito seats installed on planes up to a certain date, which has yet to be determined, would have to pass safety checks within two years or else be removed. A similar proposal from the US FAA gives Airlines 2 to 6 years.

*The NTSB has issued a brief update on an incident involving a UNITED AIRLINES Boeing 777 near Tokyo, Japan, on July 28, 2010. On that date, Flight 852 was on International Service from Tokyo to San Francisco, California, with 270 passengers and crew onboard. While climbing thru 11000 feet, about 6 minutes after takeoff, the right hand engine failed, rolling down to zero in 3 seconds. The crew dumped fuel and landed back at Narita Airport about 50 minutes after takeoff. Post flight inspection revealed extensive damage to the compressor and compressor blades of the engine. The JTSB rated the incident as serious and opened an investigation. In their update, the NTSB, which joined the investigation, said that the crew reported hearing a loud bang, followed by a high pitch grinding noise for 3-4 seconds. Within seconds, all instruments of the right hand engine decreased to zero. The engine failure was contained, but metal debris was found in the tailpipe. The engine was removed and sent to San Francisco for a complete tear-down. The investigation continues.

*The NTSB has released its Factual Report into an incident involving a DELTA AIRLINES Boeing 767 at Atlanta, Georgia, on October 19, 2009. On that date, Flight 60 was on International Service from Rio de Janeiro, Brazil, to Atlanta, with 183 passengers and 12 crew members onboard. While on approach to Atlanta, the crew declared a medical emergency. The approach and landing was accelerated and Flight 60 was cleared to land on runway 27R. However, instead of landing on the runway, the 767 landed on taxiway M, which runs parallel to the runway. No other traffic was on the taxiway and the aircraft rolled out without incident. Among findings reported in the Factual Report is that in addition to the Captain and First Officer, there was a check airman onboard in the cockpit. The check airman had fallen ill with a GI disorder and a doctor onboard was attending. In consultation with dispatch, the Captain then assumed duties as Commander and agreed to continue to Atlanta and make an emergency landing for medical reasons. The report also notes that the crew was first briefed on landing on runway 26R, then 27L, and finally was offered 27R, which the crew accepted. The NTSB also noted that the lights on the taxiway where brighter than the lights on runway 27R. The crew reported to the NTSB that they were well rested, however the CVR picked up conversation between the flight crew about their lack of sleep. Yawning could also be heard on the CVR. The investigation continues.

*DELTA AIRLINES Flight 250, on International Boeing 767 Service from New York JFK to Athens, Greece, with 231 passengers and 12 crew members onboard, had to make an emergency diversion, yesterday, September 23. While inflight at 34000 feet, overhead the Irish Sea, the crew reported the smell of smoke in the cockpit. The 767 was diverted to Manchester, England, and landed there without incident, 20 minutes later. The aircraft was inspected and later cleared for it to continue to Athens. However, crew duty time had been expired, thus the flight was postponed until today.

*AEROSUR Flight 300, on Domestic Boeing 727 Service from La Paz to Viru Viru, Bolivia, with 142 passengers and crew onboard, burst all main gear landing tires upon touchdown in Viru Viru, yesterday, September 23. The tower advised the crew of smoke seen from the landing gear immediately after the 727 touched down. Emergency Services responded and a short time later allowed passengers to disembark the aircraft. The aircraft has been removed from service for repairs. Bolivia's DGCA reported that there was moderate vibration from the landing gear after touchdown and the crew was able to slow the 727 using reverse thrust and the brakes. The DGCA has opened an investigation.

*TACV CABO VERDE AIRLINES Flight 6060, on International Boeing 757 Service from Praia, Cape Verde Islands, to Lisbon, Portugal, with 128 passengers and crew onboard, had to make an emergency return, on Wednesday, September 22. Upon reaching cruise, the crew declared an emergency and requested return due to the loss of cabin pressure. The crew then performed an emergency descent and landed back at Praia, without incident. The 757 was removed from service for repairs.

*OPEN SKIES Flight 1, on International Boeing 757 Service from Paris, France, to Newark, New Jersey, had to reject takeoff, on Monday, September 20. The crew rejected takeoff at high speed due to an inconsistency between what they expected and what the instruments displayed. The 757 slowed and was able to vacate the runway. The tower notified the crew of smoke coming from the landing gear, thus Emergency Services responded and cooled down the brakes. A total of 6 tires deflated during the incident. The 757 was repaired and returned to service 2 days later. (SK COMMENT: According to media reports, the crew rejected takeoff due to a wrong flap setting, which calls to mind the SPANAIR crash in Madrid).