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Aviation History
1997
1997 - 1171.PDF
LETTERS Europe'sJAA is just a club Sir — I refer to your Comment "Fools' language" (Flight International, 2-8 April). The European Joint Aviation Authorities (JAA) is only a "cluh" of civil-aviation authorities, without legal basis, and its activity is linked to technical matters only. Moreover, it refuses to examine die social aspects of Joint Aviation Requirements (JARs). The consequences, therefore, of die agreement allowing freighting hy a member state airline for a non-European Union airline will have serious implications for European employment. Is Europe's JAA undemocratic? The European administration should take into account all aspects of JAA regulations. It is common practice to run down the lack of democratic process on steps taken by the European Commission, but what of the JAAs decision-making where no counterpower exists? France has discussed die implementation of JAR-OPS widi employers and employees and has adopted, by consensus, the "OPS-1" decree, in die French version. As for die use of die national language, French law makes a provision for official statements to be written in French. Moreover, the adoption of statements written in English gives a competitive advantage to English-speaking countries. Can we not say that die UK refusal to implement die Maastricht social chapter makes it adequately anti-competitive already? GEOFFROYBOUVET PRESIDENT SNPL Pantin, France The story of the Transavia 131 Sir — I refer to the article "Maintenance mistake threatened Transavia Boeing 737 flight" Flight International, 16-22 April, P7) and, in particular, to die reference made to TAP-Air Portugal. I would like to comment as follows. Aircraft registration PH-TSW, operated by Transavia, underwent a heavy maintenance check by TAP-Air Portugal, in November 1996. The right-hand stabiliser, trimtab and elevator were removed and re-installed. On 9 February this year, we were informed by Transavia that die aircraft's crew had made a precautionary landing on 8 February following abnormal vibration during a commercial flight. A TAP engineer was sent to Nuremburg and co-operated widi Transavia, die German civil- aviation authorities and a Boeing inspection team on die first inspection performed to die aircraft after the incident. From die date of the incident until now we have been in close contact with Transavia, die Portuguese civil-aviation authorities, die German civil- aviation audiorities and Boeing. As far as we know, none has yet produced a final report. TAP conducted an internal investigation (die result of which was made available to the involved parties) which did not show evidence of maintenance malpractice or disregard of maintenance procedures as defined by the manufacturer. On 13 February, Boeing told us that a service-related problem (SRP) had been initiated. Oper ators were asked to check elevator-tab push-rod bolts and nuts. An update on die progress of the SRP will be provided by 29 April. TAP has been informed, however diat, so far, diree loose nuts have been found and that at least 108 nuts showed inadequate run-on torque. In view of the apparent lack of failsafe design of the elevator-tab push-rod mechanism, TAP suggested to Boeing on 21 February that it should consider an improvement on the design of die control-rods attachment with a bolt-retention device. Boeing said later that, after die root cause has been identified, die SRP team will develop corrective action. Aldiough no final report has yet been produced, I would like to emphasise that it appears evident diat die cracks detected in die stabiliser assembly of die Transavia aircraft were a consequence of a possible failure of die elevator-tab push-rod mechanism, and not of any intrinsic structural failure likely to be detected in previous inspec tions, as may be inferred from die article. There was a previous incident involving a 737-500, reported by Boeing in May 1996, where one of die bolts which secure die elevator-tab control rods to die crank assembly on the right elevator was loose, and one was missing, along with its nut. According to a message which Boeing sent TAP on 28 February, die reported incident may be similar to die one involving die Transavia aircraft. JORGE SOBRAL M&E GENERAL DIRECTOR TAP-Air Portugal Lisbon, Portugal Hoping to put Air Europe into print Sir — Two past members of Air Europe are writing a book on the history of the company. Anyone widi anecdotes, photographs, or suggestions is requested to contact tel/fax:+44(1435) 883621. G J BALDOCK "Madrigals", Foots Lane Burwash Weald Sussex TN191LE, UK WHAT'S ON Russian Aerospace '97 20-22 May, Moscow, Russia. (Organised by Flight International and Aviacxport. (Contact: Kim Daniels, First Conferences, 85 Clcrkcnwcll Road, London FC1R5AR, UK; tel: +44 (171) 404 7722; fax: +44 (171) 404 7733; email: conldcsk@firstconf.com Details of a 1996 event were inadvertently published in hist week's issue. Apologies Jor any confusion. RAA Annual Convention 12-14 May, Reno, Nevada, USA. Contact: Sara Carson, RAA, Suite 300,12(H) 19th St rcci NVV, Washington DC 20036- 2412, USA; tel: +1 (202) 857 1170; fax: + 1(202)429 5113. Open Cockpit Day 11 May, Weston- super-Mare, Somerset, UK. Contact The International I Icliropter .Museum, The Heliport, Weston-super-Mare, Somerset BS22 SRP, UK; tel: +44 (1934) 635227; fax: +44 (1934) 822400. Aircraft Upgrade and Modernisation (Ref: HSA/AUC) 12-13 May, London, UK; Command and Control for the 21 st Century (Ref: HSA/CISS) 12-13 May, Stockholm, Sweden; 15-16 May, London, UK. Contact: H Silver and Associates (UK), 2nd Floor, Africa I louse, 64-78 Kingsway, Ixuidon WC2 B 6AI1, UK; tel: +44 (171) 413 0936; fax:+44(171)413 0937. Inmarsat Aeronautical Satcom Services Users' Conference 12-13 May, I.ondon, UK. Contact: Shirin Dhala, Inmarsat, 99 City Road, Ix>ndon FCIY1AX,UK; tel: +44(171) 728 1204; fax: +44(171) 7281193; email: shirin. -dhala@inmarsat.org Inflight Management 97 12-15 May, Atlanta, Georgia, USA. Contact: 1 lelen Cole, International Air Transport Association, 75-81 Staines Road, I lounslow, MiddlesexTW3 31IYV, UK; tel:+44(181)572 5463; email: <colch@iata.org> ERA Crisis Management Conference 13-14May, Heathrow, UK. Contact: European Regions Airline Association, The Baker Suite, Fairoaks Airport, Chobham, Woking. Surrey GU24 8HX, UK; tel: +44(1276) 856495; fax: +44 (1276)857038. Eighth World Express & Mail Conference and Exhibition 13-15 May, Frankfurt Airport, Germany. Contact: Triangle Management Services, lOPenn Road, Beaconsficld, Buckinghamshire HP9 21.11, UK; tel: +44(1494)67 8000; fax:+44(1494)67 8888; email: wxp@triangleconsultancy.co.uk European Business Air Show 13-15 May, London Stansted, UK. Contact: I'.BAS, I 34 South Street, Bishop's Stanford, I [ertfordshire CM23 3BQ, UK; tel: +44 (1279) 758885; fax: +44 (1279)755147. The opinions on this page do not necessarily represent those of the editor. Flight International cannot undertake to publish letters without name and address and reserves the right to select or edit letters FLIGHT INTERNATIONAL 30 April - 6 May 1997 47
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