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Aviation History
2003
2003 - 0056.PDF
Letters Diversionary tactics There maybe a case for revising ETOPS requirements to include three- and four-engine diversion times beyond 180min (Flight International, 31 December-6 Janu ary), but the proposal to reduce in flight shutdown rate by half is hard to defend. Reliability has improved dramatically over the past 30 years, but there are instances which show that major failures still occur, as wit nessed by a series of problems General Electric experienced with its CF6-50 and, more recently, the uncontained failure of a CF6-80A2 on an Air New Zealand Boeing 767 which forced the aircraft to return to Brisbane (Flight International, 17- 30 December 2002). This shows the advantage of three- or four-engined aircraft, despite the reliability claims for twins. Perhaps the most worrying feature is Boeing's comment on 777 levels of acceptable in-flight shut down, when it talks of levelling the playing field for twins and quads (Flight International, 31 December-6 January). The company could be confusing a level playing field with the position of the goal posts. D Newland Stanmore, Middlesex, UK A flight too far I see that the US Long Range Operations (LROPS) Working group is expected to recommend, among other things, that twin- engined aircraft be permitted to operate up to 260min from a suit able diversion airfield (Flight International, 10-16 December 2002). Regardless of what the statis tics suggest, the prospect of flying in large commercial aircraft on one engine over, say, the Pacific Ocean or northern Siberia for something approaching four and a half hours, is something that I, as a passenger, would be loath to contemplate. Tony Kilbride Newdigate, Surrey, UK Resolving TCAS conflicts An incident occurred on 7 October over Mexico City which eerily resembles July's mid-air collision over southern Germany between a DHL Boeing 75 7F and a Bashkirian Airlines Tupolev Tu-154. In the Mexico City incident, a Boeing 747-400 on approach fol lowed a traffic collision avoidance system (TCAS) resolution advisory to climb to avoid a Mexican Airbus A320 at a slightly lower altitude. Meanwhile, air traffic control tried to deconflict the aircraft by giving - on another frequency - the A320 crew an instruction to climb, with which the crew complied. As a result, the flightpaths of the 747 and the A320 crossed, with a vertical separation of as little as 100ft (30m). After landing, the 747 crew were faulted by Mexico City ATC, being told that regulations governing Mexico City Airport state: "Do not follow TCAS com mands." On the basis of this incident, as well as the correspondence in Flight International after July's collision, it seems there is still no international agreement about whether TCAS or ATC commands have priority. Such agreement will eventually be reached, but until then, the next accident lurks around the corner. An interim solution seems to be called for. Could not a way be found for TCAS to deconflict by giving up or down resolution advisories, and for ATC to do so by commanding left or right turns? That would keep ATC in the loop, and able to act. Alexander Zschocke Hurth, Germany Airbus A318: future or flop? In the rich Airbus family, its "young ster", the A318, doesn't seem to have too bright a future. On the contrary: order cancellations are increasing in rather big numbers. Why has Airbus "minimised" the family down to a degree where the size of emerging aircraft is sim ply too small, and there are power- plant problems en suite? Wouldn't it have been far better to create quick-change versions of the single-aisle members, thus pro ducing a follow-up type to the ailing BAe 146 freighter, but with quieter engines, more space, more com monality with other family "mem bers", and surely a broad market? Johannes Zopp Vienna, Austria DVERTISING, PRODUCTION & READER SERVICES DISPLAY ADVERTISEMENT SALES Quadrant House, The Quadrant, Sutton, Surrey, SM2 5AS. Fax +44 (20) 8652 8981 Group Advertisement Director Richard Thiele richardthiele@rbi.co.uk NORTH 6 SOUTH AMERICA Vice-president, North & South America Rob Hancock *1 (703) 836 7444 Fax +1 (703) 836 7446 robert.hancock9rbi.co.ok Vice-president US Sales John Tidy *1 (949) 7561057 Fax +1 (949)756 25WJtidy@ix.netcom.com Reed Business Information, 3700 Campus Drive, Suite 203,Newport Beach, CA 92660, USA. 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RH16 3DH. UK. SUBSCRIPTION ENQUIRIES +44(1444)445454 Telephone/credit card orders +44 (1622) 778884 Fax +44 (1444) 440619 rbi.subscriptions@rbi.co.uk US/Canadian subscriptions (toll free) +1-800 637 6073 Fax +1-212 7914313 Debbie Kolb, ffioM/nreraar/ona/Subscriptions, Schnell Publishing, 2 Rector Street, 26th Floor, New York, NY 10006 Subscription Rates lyear 2 year 3 year All countries E87/S140/€140 £150/S240/€240 £195/S315/€315 Only paid subscriptions available. Cheques payable to Flight International NEWSTRADE ENQUIRIES UK enquiries Tel +44 (20) 7907 7777 US enquiries Tel +1 (718) 392 7477 BACK ISSUES ESC0 Business Services +44 (1371) 810433 Fax +44 (1371) 811065 Recent copies only Flight //jfer/raf/ona/welcomes unsolicited contributions from readers but cannot guarantee to return photographs, transparencies, etc safely. Registered at the Post Office as a newspaper. Published by Reed Business Information Ltd, Quadrant House, The Ouadrant, Sutton, Surrey SM2 5AS. Tel: +44 (20) 8652 3500; and distributed by Marketforce (UK) Ltd, 247 Tottenham Court Road, London W1P 0AU, Tel: +44 (20) 72615555. Colour reproduction and typesetting by J Jays Ltd, Unit 4, Baron Court, Chandlers Way, Temple Farm Industrial Estate, Southend-on-Sea, Essex. Printed in Great Britain by Polestar (Colchester) Ltd. This periodical is sold subject to the following condi tions: namely that it is not, without the written consent of the publishers first given, lent, re-sold, hired out or in any unauthorised cover by way of trade, or affixed to, or as part of, any publication of advertising, liter ary or pictorial matter whatsoever. No part of the content may be stored electronically, or reproduced or transmitted in any form without the written permission of the Publisher. ISSN 0015-3710 54 14-20 JANUARY 2003 FLIGHT INTERNATIONAL www.flightinternational.com
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