Flight Safety Information November 18, 2013 - No. 238 In This Issue Investigators Find Flight Recorders From Kazan Plane Crash Tatarstan Airlines Crash Emblematic Of Russia's Poor Aviation Safety Record Pilots Rely Too Much on Automation, Panel Says Ottawa announces proposal of new offshore air safety regulations (Canada) Boxer offers air-cargo safety bill Boston airport unveils debris-detection system Directorate General of Civil Aviation forced to focus on safety (India) Russian Civil Aviation Authority Certifies SAT to Provide E-Jet Maintenance Training Grounding of Nigerian airlines caused deadly turbulence for the aviation industry Man Charged After Running on Tarmac at O'Hare Airport Two Indonesian volcanoes erupt ERAU Unmanned Aircraft Systems Workshop: Register Now For Discount Think ARGUS PROS Boeing, Airbus Reel In Persian Gulf Orders GE Aviation receives its largest order of jet engines Bombardier's Learjet 75 gets FAA certification FAA approves wingtip device 'cradle' for some aircraft Congress Passes Small Airplane Revitalization Act Investigators Find Flight Recorders From Kazan Plane Crash KAZAN, November 18 (RIA Novosti) - Russian officials said Monday that they located flight recorders from a Boeing 737 that crashed in the city of Kazan over the weekend, killing all 50 people on board. The Interstate Aviation Committee said in a statement that the container carrying the recorders was seriously damaged. The precise cause of the accident is not yet known, but terrorism has been ruled out. Transportation Minister Maxim Sokolov said the aircraft appears to have exploded, but that it was unclear if that happened while the plan was still in flight. Those killed included Tatarstan President Rustam Minnikhanov's son, Irek, and republican Federal Security Service department chief Lt. Gen. Alexander Antonov. One British national, 53-year-old education consultant Donna Bull, was also said to be among the dead. Reconstructing the Kazan Plane Crash The Tatarstan Airlines airliner was bound from Moscow to Kazan and was carrying 44 passengers and six crew when it crashed Sunday around 7:30 p.m. local time (1530 GMT). Crash investigators initially said the possible causes of the accident were a technical malfunction or pilot error. Flight recorders had not been located as of mid-morning Monday. The head of the transportation department of the regional Investigation Committee, Alexander Poltinin, said the pilot made two attempts at landing the aircraft for unknown reasons. A Kazan airport air traffic controller, Kirill Kornishin, told state broadcaster Rossiya-24 that the pilot reported a problem with the "landing configuration" as he began attempting a second approach. "He reported that he was performing another circle, and I dictated the data to him, according to procedure, and that was that," Kornishin said. Deputy Emergency Situation Situations Minister Vladimir Stepanov said the process of retrieving bodies would be completed Monday. "Not all the bodies have been located," Stepanov said. "The main work will be completed today." Stepanov said operations to sort through the wreckage would carry on into the week. A source in the Federal Air Transport Agency told RIA Novosti that the plane last underwent a full servicing in March 2012. Prime Minister Dmitry Medvedev began a government meeting Monday by observing a minute's silence. The Tatarstan Airlines plane had previously been in service with a number of other international companies, including low-cost airline Blue Air from 2005 to 2008. A pilot with Blue Air told RIA Novosti on condition of anonymity that the company had experienced no problems with the aircraft while it was used by the company. http://en.ria.ru/russia/20131118/184774908/Tatarstan-Mourns-Kazan-Plane-Crash- Victims.html Back to Top Tatarstan Airlines Crash Emblematic Of Russia's Poor Aviation Safety Record By Mark Johanson Kazan, Russia - Ambulances are seen outside the main building of Kazan airport November 17, 2013. A Boeing 737-500 airliner crashed on landing in the Russian city of Kazan on Sunday, killing all 50 on board and highlighting the poor safety record of Russian airlines that ply internal routes across the world's largest nation. A Tatarstan Airlines Boeing 737 crashed at an airport in Russia Sunday, killing all 50 people on board, according to Russian officials. Flight U363 out of Moscow attempted to land in Kazan, capital of the Republic of Tatarstan, but exploded on impact at around 7:20 p.m. local time. The Emergencies Ministry said those on board when the plane hit the runway included 44 passengers and six crewmembers. Among the dead were two small children, the regional head of the FSB intelligence service, Aleksander Antonov, and the president of the Republic of Tatarstan's son, Irek Minnikhanov, according to a passenger list posted on the Tatarstan Airlines website. The Emergencies Ministry said the pilot on Flight U363 out of Moscow's Domodedovo Airport was making his second attempt to land and may have tried to abort landing just before the deadly crash. Eyewitnesses described seeing the Boeing 737 rapidly loose altitude before hitting the runway and exploding in a ball of fire. Russian President Vladimir Putin has ordered a special government commission to investigate the cause of the crash, according to the Interfax news agency. Investigators are looking into whether a technical failure or crew error was to blame, but will also check if low quality fuel or poor weather conditions could have been contributing factors, Interfax reported. Weather at the time of the crash was cloudy with light precipitation and mild winds. Temperatures in the Muslim-majority, oil-rich city of Kazan hovered just above zero. Kazan International Airport, which lies about 720 kilometers (450 miles) east of Moscow, is expected to remain closed until Monday afternoon. It receives about 1.5 million passengers each year, many of whom fly in and out on Tatarstan Airlines. The carrier has its head office on airport property, and operates flights to 15 destinations in Russia, Asia and Europe. Russia's Poor Aviation Safety Record Before Sunday's incident in Kazan, there was a glimmer of hope that Russia's aviation industry was on the mend. The Federal Air Transport Agency, Rosaviatsia, said in a March report that the nation's safety record had improved to six fatal accidents last year, down from 10 in 2011. The number of fatalities was also lower at 58, down from 119 in 2011, while the number of non-fatal accidents decreased from eight in 2011 to seven in 2012. Yet, analysts said Sunday's crash was indicative of Russia's poor overall record on aviation safety -- one of the worst in the world. The most recent in a string of deadly crashes happened last December when a plane careened off a runway in Moscow and slammed into a nearby highway, killing five and severely injuring four others. Meanwhile, 31 of the 43 people aboard a UTair ATR 72-200 aircraft were killed last April when the plane crashed shortly after take-off from a Siberian airport. That crash came just a few months after a widely publicized accident in September 2011, when a Yakovlev Yak- 42 passenger jet burst into flames near the Russian city of Yaroslavl carrying 44 people, including members of a major league ice hokey team. Of primary concern in most of these accidents was Russia's aging domestic fleet. London- based aviation analysts Ascend Worldwide put the average age of Russia's domestic single- aisle aircraft between 25 and 30 years (the plane involved in Sunday's accident was 23 years old). The U.S. domestic fleet, by comparison, averages around 13 years. For decades, lethal crashes have not only marred Russia's reputation, but also left the country unable to sell its own aircraft outside of Iran, Cuba, parts of Africa and the former Soviet Union. A multibillion-dollar initiative by the government and Sukhoi to market the Superjet 100 to Asian buyers ended in disaster last May when a test flight crashed into a volcano in West Java carrying 45 passengers and crew. http://www.ibtimes.com/tatarstan-airlines-crash-emblematic-russias-poor-aviation-safety- record-1473544 Back to Top Pilots Rely Too Much on Automation, Panel Says Many Aviators Have Difficulty Manually Flying Planes, Study Commissioned by FAA Finds By ANDY PASZTOR Commercial airline pilots have become so dependent on automation that poor manual flying skills and failure to master the latest changes in cockpit technology pose the greatest hazards to passengers, an international panel of air-safety experts warns. A soon-to-be-released study commissioned by the Federal Aviation Administration determined, among other things, that "pilots sometimes rely too much on automated systems and may be reluctant to intervene" or switch them off in unusual or risky circumstances, according to a draft reviewed by The Wall Street Journal. While over the decades automation played a big part in making flying today safer than ever in the U.S. and globally, the draft highlights some downsides. The study found that some pilots "lack sufficient or in-depth knowledge and skills" to properly control their plane's trajectory, partly because "current training methods, training devices and the time allotted for training" may be inadequate to fully master advanced automated systems. Among the accidents and certain categories of incidents that were examined, roughly two- thirds of the pilots either had difficulty manually flying planes or made mistakes using flight computers. Relying too heavily on computer-driven flight decks-and problems that result when crews fail to properly keep up with changes in levels of automation-now pose the biggest threats to airliner safety world-wide, the study concluded. The results can range from degraded manual-flying skills to poor decision-making to possible erosion of confidence among some aviators when automation abruptly malfunctions or disconnects during an emergency. The report is the first of its kind to meld historic data from accidents and incidents with real-time observations of working pilots, according to people familiar with the details. Instead of just focusing on training and cockpit design, the study takes a broader approach to consider pilot interactions with air-traffic controllers and other operational issues. The observers found that in most instances, pilots were able to detect and correct automation slip-ups before they could cascade into more serious errors. But when pilots "have to actually hand fly" aircraft, according to one section of the narrative describing interviews with trainers, "they are accustomed to watching things happen...instead of being proactive." Pilots losing control of aircraft, because of poor situational awareness or inability to grasp what their instruments and automated systems are telling them, has been identified as the primary cause in a number of crashes globally in recent years. Pilot lapses and automation were implicated in the high-profile 2009 crash of an Air France AF.FR +1.04% Airbus A330 that stalled and went down in the Atlantic Ocean, killing all 228 aboard, just as they are suspected of causing last July's crash of an Asiana Airlines Inc. 020560.SE +0.92% Boeing BA +0.73% 777 during a botched landing in San Francisco. The 277-page report-written by a team of industry, labor, academic and government officials-details the hazards of excessive pilot dependence on increasingly automated and complex flight decks. Scheduled for release by the FAA as early as this week, the findings already have prompted some agency action and are expected to be a catalyst for further moves to combat such fundamental safety gaps. The final version is basically unchanged from a September draft, according to people who have read both. The FAA said it already has taken action on all 18 of the report's recommendations, through new rules, guidance material and research. The agency cited "advances in manual flying skills [and] improved pilot certification standards," adding that the report "validates those efforts" and the FAA would discuss the next steps on Thursday at a summit with industry leaders. "It's an industry consensus document" that's based on data and "was so meticulously done," according to John Cox, a former airline pilot and crash investigator, who now runs an industry consulting firm. "Those are the elements that make it so powerful." With the reliability of engines and flight controls continuing to improve, airline pilots spend the vast majority of their time programming and monitoring automated systems-typically relegating manual flying to barely a few minutes during takeoffs and right before touchdowns. Overreliance on automation, however, has been recognized for years as an industrywide problem, with numerous earlier studies delving into the consequences. But the latest effort stands out due to the wide-ranging collection of experts who participated. It also breaks new ground because the panel members sifted through large volumes of voluntary safety reports filed by pilots, along with additional data gathered by cockpit observers on more than 9,000 flights world-wide. After seven years of deliberations and persistent industry arguments about which accidents and incidents ought to be considered, the document lays out some sweeping recommendations to prevent what critics have dubbed "automation addiction" in some cockpits. The 34-member committee, for example, agreed that "pilots must be provided with opportunities to refine" manual flying skills, while receiving enhanced training in computer complexities and automation modes. In addition, the draft recommended training for rare but potentially catastrophic malfunctions "for which there is no specific procedure" or readily available checklist. The panel also called on manufacturers to develop cockpit designs that are "more understandable from the flightcrew's perspective" and specifically guard against technology failures resulting from integration of various onboard systems. Kathy Abbott, a senior FAA scientist and one of the committee's three co-chairs, declined to comment. In the past, she has said excessive reliance on computer aids means pilots "sometimes are not prepared to deal with non-routine situations," especially when the message from airline management and trainers "is that automated systems can do the job better" than humans. David McKenney, another co-chair and head of training programs and human-factors issues for the Air Line Pilots Association, the largest U.S. pilots union, said on Sunday that FAA rules prohibited him from commenting. But in the summer of 2012, he gave a mini-preview of some of the report's conclusions. Mr. McKenney told an ALPA conference in Washington that instead of teaching pilots to punch in numbers and "simply how to interface with the automated systems," airlines should train aviators to effectively manage flight paths using more-realistic scenarios and the element of surprise. The FAA is considering releasing the study's findings in conjunction with agency chief Michael Huerta's scheduled meeting this week with industry leaders to discuss voluntary safety initiatives. The agency earlier this month completed a major rewrite of pilot-training rules mirroring some of the report's recommendations, including new requirements for teaching more- effective ways to monitor other pilots and flight instruments. The expert panel was charged with updating an influential 1996 FAA study that examined the benefits and drawbacks of automation involving earlier, less-computerized generations of aircraft. Now, other groups and organizations are expected to conduct follow-up research based on the long-awaited findings. According to the draft, "the definition of 'normal' pilot skills has changed over time" and "has actually increased to being a manager of systems." Concerned about the hazards of cockpit "information overload," the draft noted that several manufacturers told the panel that"today's technology allows for too much information to be presented to the pilot." http://online.wsj.com/news/articles/SB10001424052702304439804579204202526288042 Back to Top Ottawa announces proposal of new offshore air safety regulations (Canada) Ottawa is proposing new regulations for helicopters flying offshore in response to recommendations from the Transportation Safety Board. Transport Canada says the new regulations would prohibit offshore helicopter operations when weather or water conditions make ditching in the water unsafe and would require that all crew members wear a water immersion survival suit. It would also require operators to carry an emergency underwater breathing apparatus for each passenger onboard. A news release says stakeholders will have 30 days to make comments before the regulations are finalized. The Transportation Safety Board made these recommendations after Cougar Flight 491 crashed on March 12, 2009 off Newfoundland and Labrador while en route to an offshore oil platform. Seventeen of the 18 people on board died. http://www.theglobeandmail.com/news/national/ottawa-announces-proposal-of-new- offshore-air-safety-regulations/article15476598/ Back to Top Boxer offers air-cargo safety bill Cargo plane pilots would have to be sufficiently rested and alert before they fly, under a bill introduced in the Senate on Wednesday by Sen. Barbara Boxer. Boxer, D-Calif., joined with Sens. Maria Cantwell, D-Wash., and Amy Klobuchar, D-Minn., to introduce the Safe Skies Act, which would require that cargo pilots adhere to the same standards as passenger plane pilots. "We must close this dangerous loophole to ensure that cargo pilots are well-rested before they fly," Boxer said. After a passenger jet crashed outside Buffalo, N.Y., in 2009, Congress passed a bill by Boxer and Sen. Olympia Snowe, R-Maine, directing the Department of Transportation to write new rules addressing pilot fatigue. Those new rules, which will take effect in January, require that passenger plane pilots be limited to flying either eight or nine hours, depending on the start time. Airlines must give pilots a minimum of 10 rest hours, with the opportunity for at least eight hours of uninterrupted sleep. But cargo pilots were omitted from the new rules, and still could be on duty for up to 16 hours a day. The Air Line Pilots Association, the Independent Pilots Association and the Coalition of Airline Pilots Associations support the Safe Skies Act. Reps. Michael Grimm, R-N.Y., and Timothy Bishop, D-N.Y., had introduced a House version of this bill early this year, but it has sat dormant in a subcommittee ever since. They and retired airline pilot Chesley "Sully" Sullenberger of Danville -- renowned for his emergency landing of a jetliner in the Hudson River in 2009 -- joined Boxer and Klobuchar at a news conference at the U.S. Capitol on Wednesday. "When a large plane flies over your house in the middle of the night, it doesn't matter whether it's carrying cargo or passengers, whether you are a Democrat or a Republican," Sullenberger said. "The danger is all the same if the pilots are fatigued." http://www.mercurynews.com/nation-world/ci_24535631/political-blotter-boxer-offers-air- cargo-safety-bill Back to Top Boston airport unveils debris-detection system BOSTON (AP) - A new automated system to detect debris on airport runways has been installed on a runway at Boston's Logan Airport, the first in the U.S. with the technology that officials said would help prevent costly damage to aircraft and potentially save lives. Officials from the Federal Aviation Administration, airport owner Massachusetts Port Authority and developer Xsight Systems, an Israeli firm with U.S. headquarters in Boston, unveiled the $1.7 million FODetect system Friday. FO stands for foreign object. The system was installed on one of the airport's busiest runways, officials said, and will enhance the existing practice of airport personnel manually checking for debris several times a day. Small sensors mounted on runway light fixtures continually scan the runway for debris, which can include dislodged airplane parts, chunks of asphalt and other objects, said Christa Fornarotto, associate administrator of the FAA. Video cameras transmit the image to airport personnel that can identify the debris and determine if it warrants immediate removal. "You can clearly visualize how great a safety improvement this is," said Fornarotto. Runway debris can lead to damage totaling billions of dollars for airlines and airports each year and, in rare cases, serious accidents, officials said. The deadliest accident on record linked to airplane debris occurred in Paris on July 25, 2000, when a metal strip that detached from a Continental Airlines plane fell on a runway at Charles de Gaulle airport and punctured the tire of an Air France Concorde. Bits of rubber from the tire punctured the Concorde's fuel tanks and caused the plane to crash shortly after takeoff, killing 113 people. Fornarotto said she was not aware of any fatal accidents involving major airlines in the U.S. linked to runway debris. Miami's airport has accepted a grant and could be the next major American airport to deploy the system, she said. "We are very optimistic that other airports around the country will adopt this technology," said Alon Nitzan, president and chief executive of XSight. The company has installed similar systems at Charles de Gaulle and at airports in Tel Aviv and Bangkok, Nitzan said. In a demonstration staged for reporters, a piece of a lighting fixture that had been placed on the Boston runway was pinpointed by the censors and removed by an airport staffer. Edward Freni, Logan's aviation director, noted that the airport would still be required under federal regulations to conduct manual checks in which vehicles slowly ride down runways and check for debris. "What this system does is enhance that in real time," Freni said. "If something is detected in the system, we can respond immediately." http://www.usatoday.com/story/todayinthesky/2013/11/18/boston-airport-unveils-debris- detection-system/3624433/ Back to Top Directorate General of Civil Aviation forced to focus on safety (India) Aviation regulator is hiring 20 flight safety inspectors following flak from UN, US watchdogs. Now passengers can breathe a sigh of relief and feel a bit safer while flying the Directorate General of Civil Aviation (DGCA) has decided to induct at least 20 flight safety inspectors, whose mandate will be to conduct tests on and inspections of the aircraft. The move comes after the DGCA invited applications for hiring of over 200 staffers. However, the aviation regulator is wary of hiring incompetent candidates. So, on their website, the DGCA mentions; "Canvassing by candidate in any manner is not permitted." Out of the 20 vacancies, 10 were for senior flight inspectors, a DGCA official said. The selected candidates will be hired on a one-year contract. "More vacancies will be announced in coming months," said the official. This move is a response to the criticism the DGCA received from a UN-affiliated aviation watchdog, International Civil Aviation Organisation (ICAO), and also US aviation regulator Federal Aviation Administration (FAA) for poor safety records. The reason for the alleged deficiency was the shortage of staff and skilled inspectors. In case both the agencies gave negative markings to the DGCA, that would result in drastic consequences as foreign airlines would hesitate to fly in India, said an expert. According to sources, safety issues in the Indian skies are expected to escalate as India is fast moving towards becoming one of the fastest growing aviation markets in the world. As per a report prepared by leading aviation consultancy firm CAPA in 2012, passenger traffic is set to grow from 143 million in 2010-11 to 452 million in 2020-2021. Over the same period, the scheduled airline fleet is expected to grow from 430 to 1,030 aircraft, while general aviation could see even faster growth from 750 to over 2,000 aircraft. http://www.dnaindia.com/mumbai/report-directorate-general-of-civil-aviation-forced-to- focus-on-safety-1920843 Back to Top Russian Civil Aviation Authority Certifies SAT to Provide E-Jet Maintenance Training ZURICH, November 18, 2013 /PRNewswire/ -- The civil aviation authority of the Russian Federation has certified Swiss AviationTraining (SAT) to provide maintenance training for the Embraer 170 and 190 aircraft types. SAT's practically-oriented basic and further E-Jet training for technical personnel was formally approved by the Russian aviation authority for Levels B1, B2, B3 and C on November 6th. SAT's maintenance training meets all the provisions of EASA Part 147 and the corresponding requirements for China (CAAC Part 147) and Australia (CASA Part 147), and has already been approved by numerous other national aviation authorities. This latest certification, which has been issued for an initial two years, will enable SAT to further expand its range of E-Jet training products and services for the Russian market. "The certification of our Embraer 170 and 190 technical training by the Russian civil aviation authority is a confirmation of our high quality and our outstanding training methods," says Manfred Brennwald, the CEO of SAT. "This latest approval will now enable us to further develop our range of E-Jet training services, and brings us another step closer to establishing ourselves as a full E-Jet competence centre." With its multimedia training approach, SAT provides efficient and highly realistic technical training that is optimally aligned to the customer's individual needs. The Level B1, B2, B3 and C courses which have now been certified by the Russian authorities qualify the technical staff concerned to perform comprehensive maintenance work on the Embraer 170 and 190 aircraft types. SAT's carefully-tailored technical training programmes combine advanced web-based training methods with many years of practical operational experience offered by its skilled and knowledgeable instructors. And this is another reason SAT is one of the leading addresses for the basic and further training of E-Jet maintenance personnel. SWISS AviationTraining operates as a PART 147 organization, and is recognized as a maintenance training organization by the Chinese and Australian governments. SAT's modular technical training concept is fully compliant with European Aviation Safety Agency (EASA) PART 66 requirements, and leads to the extension and retention of an aircraft maintenance licence (AML) for any of a wide range of aircraft types. SWISS AviationTraining is a fully-owned subsidiary of Swiss International Air Lines Ltd. The company, which is headed by CEO Manfred Brennwald, has operations in Basel and Zurich and focuses on providing initial and further training for commercial pilots, cabin personnel, aircraft mechanics and corporations. An approved flight training organization and type rating training organization (FTO/TRTO), Swiss AviationTraining has extensive experience in its various training fields, and numbers several Swiss and international airlines among its customers together with further companies from other business sectors. Media contact Uschi Roth Head of Corporate & Marketing Communications Swiss AviationTraining Ltd. CH-8058 Zurich Airport Phone +41-44-564-5803 Mobile +41-79-820-11-74 communications@swiss-aviation-training.com http://www.swiss-aviation-training.com Back to Top Grounding of Nigerian airlines caused deadly turbulence for the aviation industry The Nigerian airline industry has been going through some major turbulences recently. The subsequent grounding of Dana Air, Chanchangi and IRSL airlines has caused a shortage of commercial airlines in Nigeria. By late August this year, there were about eight carriers operating schedule services within the country. The Associated Airlines accident propelled an irrational decision to ground these carriers' total operations, a decision which, to stakeholders, was unrealistic. This is not because airlines should not be sanctioned if they are found prone to accidents or they become professionally incompetent, but because it is absolutely irrational to ground an airline over an accident, if the carrier's operational quality and standard practices are not in doubt, which, of course, includes the quality of its maintenance. If these carriers had breached any of the laid-down rules and regulations, there wouldn't be any reason not to ground their operations, but since there is no clear indication that such has taken place, it is only proper to lift the ban and allow at least some skeletal operations. Air Nigeria, on the other hand, was grounded because, according to some insinuations, the airline is broke and has not been able to pay employees' wages for two months. Whether the carrier is broke or not, the issue of grounding its operations should be left for the staff and the management of the airline to resolve and not be the imposition of an "order" by any government agency. Over-regulation of our domestic airlines will only lead to more bankruptcies, which will create more unemployment in the system. First Nation Air, the new offspring of Bellview Airlines, is partially grounded because of its internal problems. But it actually might not be unrelated to regulatory hurdles. If our domestic airlines are strangulated by draconian government policies, entrepreneurs will find it hard to invest in the industry, obviously for lack of economic profits. While private/business jet operations have been on the rise, schedule carriers are on a downward slide. We welcome private jets in the sector, and government must do everything possible to encourage investors in this area, as more jobs are created by the arrival of a single business or commercial aircraft in the country. One major area where the government has done very little to support airline business to create more jobs is the disbursement process of the airline bailout fund established under the Yar'Adua regime. In principle, the intervention funds were allocated to mitigate the financial burden of the carriers, but the process of how the money is disbursed through commercial banks has raised the question of who is really being bailed out here - the banks or the airlines? For instance, about N2billion earmarked to bail out Chanchangi Airlines was released to Finbank. Chanchangi was indebted to Finbank; therefore, Finbank instantly became the beneficiary of the released bailout funds. The only relief Chanchangi now enjoys is that the immense pressure hitherto mounted by Finbank is gone, as its debt has been refinanced and rescheduled. As of today, Chanchangi is still in debt and it is still cash-strapped. The airline has not been able to find its feet; all its aircraft are still unserviceable and, with various maintenance organizations outside Nigeria. It would take a miracle and huge support from the Asset Management Company of Nigeria (AMCON) to resuscitate the carrier. Meanwhile, hundreds of its employees are unpaid and out of work. There are just three struggling airlines operating in Nigeria today: Arik, Aero and IRS. All three are heavily indebted to various financial institutions and, without constant financial intervention by the government, they will equally fade away in a short while. It is needless to say that over 25 airlines have gone under in Nigeria since 1980, including the very giant national carrier, Nigeria Airways. The nature of airline business is such that a single hike in fuel price or an adverse policy on the part of government can and will cripple a carrier. Shortly after the EAS Airlines' accident in 2002, the then minister of aviation, Mrs. Kema Chikwe, banned the operation of all BAC1-11 planes within Nigeria and the importation of aircraft above 22 years old. That single pronouncement led to the demise of at least five airlines in Nigeria within six months and a loss of over N2billion for the operators that had paid for older aircraft prior to the new regulation. A viable aviation transport industry generates wealth, employment, taxes, tourism and related benefits for a nation. It is obvious, therefore, that it is in the interest of such nation to be and remain competitive in the global air transport market. As of today, there is no carrier in Nigeria that can compete favorably with the international airlines that fly into this country on a daily basis. The reason is simple: the cost of borrowing from our banks is so high that venturing into the highly competitive arena of London, New York and Dubai routes, for example, with financially stronger legacy airlines would decimate a carrier. Our airlines need nurturing through government assistance, to enhance the smooth flow of flight operations. I am in no way advocating irresponsibility on the part of those working hard to establish or keep an existing airline active, or those who are making conscious efforts to meet the mandatory payment targets. Corruption as part of our national heritage has diminished all rational intent of genuine business owners, as joining the bandwagon has become the most symbolic way to attain wealth. There are over 30,000 Nigerians currently employed by the various airlines in this country and with over 60 million unemployed today, draconian policies must be managed carefully to avoid rendering more Nigerians jobless. It is a matter of urgency; government must allow the airlines some breathing space. http://www.eturbonews.com/39734/grounding-nigerian-airlines-caused-deadly-turbulence- aviation-in Back to Top Man Charged After Running on Tarmac at O'Hare Airport A Chicago man was charged Sunday after he allegedly ran onto the tarmac at O'Hare Airport Saturday. Chicago Police responded to the disturbance at O'Hare Airport around 3:15 p.m. for a man in an "unauthorized area of the airfield," according to Chicago Police News Affairs Officer Jose Estrada. The man was not armed and was taken into custody, Estrada said. Ardell Walker, 23, of the 5200 block of West Van Buren Street, was charged with felony criminal trespassing in a restricted area and a misdemeanor count of resisting a peace officer, according to authorities. "The incident had no impact on flight operations and posed no apparent threat to the traveling public," Karen Pride, spokesperson for the Chicago Department of Aviation, said in a statement. A witness on a flight from Chicago to Detroit said the man "jumped a perimeter fence and ran toward the plane." "[Flight crews] said he jumped a fence, which is about a half-mile away," said Mario Hernandez. Hernandez said the flight's captain said the plane almost hit the man and that he "started waving" in front of the plane. Police said Walker ran from a responding officer after the officer ordered him to stop and show his hands. The man fled and the officer pursued him on foot. The chase continued to where an American Airlines flight was taxiing. Walker was ordered to stop and show his hands a second time, but did not. The officer saw the approaching plane and wrestled Walker to the ground, where he continued to struggle, but was eventually taken into custody, police said. Walker suffered a gash on his leg and was treated at a nearby hospital. The sergeant suffered cuts to his hands and was treated at the police station by Chicago Fire Department officials. http://www.nbcchicago.com/news/local/Man-Charged-After-Running-on-Tarmac-at-OHare- Airport-232259731.html#ixzz2l07oO84G Back to Top Two Indonesian volcanoes erupt Erupting on and off since mid-September: Mount Sinabung. Two volcanoes erupted in Indonesia on Monday, with one forcing flights to be rerouted and stopping thousands of people who had already been evacuated from returning home. Mount Sinabung on western Sumatra island, which has been erupting on and off since mid- September, shot volcanic ash about 8000 metres into the air, the Geological Disaster Mitigation and Volcanology Centre said. "The transport ministry is redirecting flights away from a certain path because of Mount Sinabung's latest eruption," ministry spokesman Bambang Ervan said in a statement. It also meant that more than 5000 people who had recently been evacuated from the area around Sinabung due to its eruptions were unable to return home. On the main island of Java, Indonesia's most active volcano, Mount Merapi, spewed a column of ash and smoke some 2000m in the morning, said Sutopo Purwo Nugroho, chief of the National Disaster Mitigation Agency. He said the eruption, which was triggered by small earthquakes, prompted about 600 families to rush to evacuation posts but they were returning home as there was no imminent threat. Mount Merapi killed more than 350 people in a series of violent eruptions in late 2010 when it also destroyed entire villages. Indonesia has dozens of active volcanoes and straddles major tectonic fault lines known as the "Ring of Fire" between the Pacific and Indian oceans. In August five people were killed and hundreds evacuated when a volcano on a tiny island in East Nusa Tenggara province erupted. AFP http://www.smh.com.au/environment/two-indonesian-volcanoes-erupt-20131118- 2xrcw.html#ixzz2kzvCWHEY Back to Top ERAU Unmanned Aircraft Systems Workshop: Register Now For Discount Unmanned Aircraft Workshop The Unmanned Aircraft Systems (UAS) course is designed to identify the key concepts, attributes, and challenges of UAS operations. The UAS sector is one of the fastest growing and most dynamic segments within aviation industry. Currently the majority of UAS growth has been in support of military and security operations however, recent congressional mandates have unlocked a bourgeoning civilian market with interest in a broad range of uses such as aerial photography, precision agriculture, mapping, monitoring climate and environmental conditions, and public safety. Attendees will gain knowledge of: * UAS System Components and Classification * UAS Design and limitations * Regulatory Environment for UAS * Issues Associated with UAS Airspace Integration * Future and Current Trends affecting the UAS Industry Course Topics: * The UAS Market * UAS Systems Design and Development * UAS Sensors Packages * UAS Navigation Systems * National Airspace System Integration Who Should Attend: This Course is designed for UAS Engineers, Transitioning Military UAS Operators, Mission Coordinators, Entrepreneurs, Field Service Representatives, UAS Technicians, UAS Program Managers or others wishing to obtain further knowledge of UAS operations. Course Dates: Course Location: Course Fee: April 1-3, 2014 ERAU Daytona Beach Campus, FL Standard Course Fee: US $1,450 Early Bird Fee (prior to January 31, 2014): US $1,300 For more information, Please contact Sarah Ochs, Director of Professional Programs Tel: 386.226.6928 * email: case@erau.edu daytonabeach.erau.edu/usa Back to Top Back to Top Boeing, Airbus Reel In Persian Gulf Orders Region's Airlines Seek to Establish Crucial Global Transit Point Emirates Airline placed a $76 billion order with Boeing Co. at the Dubai airshow for 150 of the manufacturer's new 777X aircraft, helping make the model the largest product launch in commercial jetliner history for Boeing. WSJ's Rory Jones reports from the show. Photo: Boeing DUBAI- Boeing Co. BA +0.73% formally launched its 777X jetliner with record orders, part of jet-buying commitments at the Dubai Airshow valued at more than $150 billion for Boeing and rival Airbus that highlighted the growing ambition of Persian Gulf airlines. The orders, announced Sunday at the air show's start, are part of the Gulf region's effort to become the world's dominant transit point for airline passengers and foster its own economic growth. Boeing unveiled deals for several models valued at more than $100 billion, based on list prices, with Emirates Airline, Abu Dhabi-based Etihad Airways, Qatar Airways and Flydubai, a low-cost carrier founded by Dubai's government five years ago. That was double the haul of rival Airbus, a unit of European Aeronautic Defence & Space Co. EAD.FR +3.43% The 777X family, two long-range jets capable of handling about 350 to 400 passengers and costing about $350 million to $377 million at list prices, are Boeing's first planes designed in significant part for the needs of the Gulf carriers. Their powerful engines and extra-wide wings, for example, facilitate flying in the region's extreme heat, which makes taking off fully loaded more difficult. Boeing said it had received 259 orders and commitments for the planes, with a list value of $95 billion, which it said is the largest product launch in commercial-jetliner history. Emirates, Etihad, and Qatar accounted for 225 of those, with the other 34 from Deutsche Lufthansa AG LHA.XE +0.20% , disclosed in September. The launch marks Boeing's formal commitment to build the planes, which it expects to start delivering around 2020. The Dubai Airshow opened Sunday with a focus on the growth ambitions of several Persian Gulf airlines. Associated Press "The response has been, quite frankly, overwhelming," Jim McNerney, Boeing's chief executive, said after arriving by company jet at the event from Chicago. Later in the day, a sandstorm halted flying demonstrations at a show that underscored the shift in power of the global aviation business to the Middle East from the U.S. and Europe. Emirates, Etihad and Qatar are using their geographical position at the crossroads of Europe, Asia and Africa to attract new passengers and win business from other carriers. The three state-owned carriers are part of a broader push by their governments to diversify economies away from a dependence on energy exports by expanding advanced manufacturing industries and tourism. A crucial part of the Boeing deals for Emirates and Etihad is a joint venture with Mubadala, an Abu Dhabi government-owned conglomerate tasked with creating industries, diversifying the economy and creating jobs for Emiratis. The joint venture, in which Boeing is offering its technical expertise, is making advanced composite materials for jets in the United Arab Emirates as part of a broader push into the aerospace sector. With Sunday's deals, Boeing is on track to end the year with net orders of more than 1,300 jets-approaching its record-if all those announced Sunday become firm orders. Airbus is expected to sell a similar number of planes. Those will add to backlogs that already account for about eight years of annual production at the two companies. Both manufacturers are developing new long-range jets. A select group of carriers are ordering them early and in record numbers to secure early access to more-efficient aircraft. Airbus on Sunday also announced 50 orders for its A350, a 777X competitor that is scheduled to enter service in 2014. Dubai remains the focus of the industry's transition. Its existing airport is set to overtake London Heathrow as the world's busiest international hub, and it has added a second, the new Dubai World Airport that is hosting this week's show. Emirates, already the world's largest international carrier by capacity, signed deals for Boeing and Airbus jets with a list price of $99 billion, though it and other airlines usually secure large discounts. The Dubai flag carrier is already the world's largest Boeing 777 operator, and ordered 150 of the new 777X model valued at $76 billion. Boeing CEO Jim McNerney, center, joined officials from the United Arab Emirates in Dubai on Sunday. European Pressphoto Agency "This will help Emirates meet its future need competitive with the latest and most efficient aircraft," Sheikh Ahmed bin Saeed Al Maktoum, the airline's chairman, said at a news conference at the show. Emirates Airline also is buying an additional 50 Airbus A380s with a sticker price of $23 billion, a welcome fillip for the European company's struggling efforts to rejuvenate sales of the superjumbo in recent years. Flydubai ordered 111 Boeing 737s valued at $11.4 billion to highlight how the Gulf is diversifying from a reliance on long-haul flights as economic growth stirs more local business. Qatar Airways committed to buying 50 of the 777X jets valued at $19 billion, and Abu Dhabi's Etihad signed up for 25 of the planes as part of a $25 billion deal for various aircraft. Etihad also ordered an additional 30 787 Dreamliners, which will make it the largest operator of that aircraft. Many of the orders, notably from Emirates, will replace older jets as carriers retire aircraft to boost the efficiency of their fleets, but all of the Gulf carriers are growing far faster than the global market, and taking share from rivals. Emirates is about double the size of Qatar Airways, which is around double the size of Etihad, though the Abu Dhabi carrier-based less than 100 miles from Dubai- is closing the gap, boosting capacity by 15.4% between 2009 and 2014, according to consultant Oliver Wyman. Qatar led the Gulf trio with growth of 16.9% over the same period while Emirates added 13.1%, both trailing the 17.6% growth rate of Turkish Airlines, THYAO.IS +1.34% which is exploiting its geographical position to similar effect. The expansion of the Gulf carriers has upset some in the U.S. and European airline industry, who complain in part that their state backing gives them an unfair advantage. Capt. Lee Moak, president of the Air Line Pilots Association, International, who attended the air show, reiterated a call for the elimination of low-interest financing by the U.S. Export- Import Bank for Boeing jets to the Middle Eastern airlines. "U.S. government policies should not disadvantage U.S. airlines while helping our foreign competitors," he said. However, U.S. aerospace companies including Boeing contend existing government policies support thousands of domestic jobs. http://online.wsj.com/news/articles/SB10001424052702303755504579204052790857652 Back to Top GE Aviation receives its largest order of jet engines GE Aviation received $26 billion in Boeing jet engine orders during the opening day of the Dubai Air Show Sunday morning. The orders from one of them, the Emirates, provides the largest-ever single jet engine award from an airline, according to GE. Collectively, Emirates, Qatar Airways, and Etihad Airways ordered 450 of the new GE9X engine under development for the new Boeing 777X. GE also received orders for engines for the Boeing 787 and the Boeing 777. The Emirates commitment for 150 Boeing 777 twin-engine aircraft marks the largest-ever commercial jet engine award from an airline, according to GE. Emirates committed to buy 300 GE 9X engines for its new 777X fleet - an agreement worth more than $11 billion. Emirates is already the world's largest operator of the GE90-powered Boeing 777-300ERs. It has a fleet of 135 of the aircraft. It also has the largest fleet of A380s powered by the GP 7200 engine, which is produced jointly by GE Aviation and Pratt & Whitney under the name Engine Alliance. GE's relationship with the Emirates has included help in expanding engine overhaul capability in the Middle East and Asia. "We're pleased to build upon our strong relationship with GE Aviation for this 777X aircraft order of great strategic importance to our airline," said H.H. Sheikh Ahmed bin Saeed Al- Maktoum, chairman and chief executive of Emirates Ariline & Group. David Joyce, president and CEO of GE Aviation said the Emirates was critical in helping GE demonstrate and improve on its high-thrust engine technologies. "The confidence placed by Emirates in GE Aviation is almost overwhelming," he said. "The success in service of the GE90-powered 777-300ER paved the way for the industry's enthusiasm for the GE9X-powered 777X. And Emirates has been there for the whole remarkable journey." The GE9X engine will feature technology breakthroughs including aviation's largest- diameter front fan and highest pressure-ratio compressor, and unique ceramic matrix composite, hot section components. The other purchases were from: * Etihad Airways. It selected GE engines to power 56 Boeing wide-body aircraft. The list- price for the engines is more than $3 billion. Etihad Airways also agreed to a 15-year service agreement valued at $8 billion. * Qatar Airways ordered 50 new GE9X-powered Boeing 777X aircraft. The engines are valued at $3.8 billion. Qatar Airways has seen rapid growth in just 16 years of operations, currently flying a modern fleet of 128 aircraft to 133 key business and leisure destinations across Europe, Middle East, Africa, Asia Pacific and The Americas. http://news.cincinnati.com/article/20131117/NEWS/311170054/GE-Aviation-receives-its- largest-order-jet-engines Back to Top Bombardier's Learjet 75 gets FAA certification Learjet 75 customer Louis Beck, left, takes possession of his new ride from Ralph Acs, vice president and general manager of Bombardier Learjet, and Steve Ridolfi, president of Bombardier Business Aircraft. Bombardier Aerospace received U.S. government certification for its Learjet 75 jet on Thursday, the company has announced. "We are delighted to have received FAA (Federal Aviation Administration) certification for the first Learjet 75 business jet," Ralph Acs, vice president and general manager of Bombardier's Learjet plant in Wichita, said in a statement. The certification paves the way for first delivery. Businessman and pilot Louis Beck, based in Boca Raton, Fla., is the first customer for the aircraft. Beck was in Wichita last month to tour the plane and meet with Learjet officials. Certification and delivery efforts are also in progress for the Learjet 70 aircraft. Bombardier announced the Learjet 70 and 75, upgraded replacements to the Learjet 40 and 45, in May 2012. The jets have improved avionics, engines and a new winglet design and will offer greater range, more speed, new interior styling, improved fuel efficiency and lower operating costs, the company said. http://www.kansas.com/2013/11/15/3119271/learjet-75-get-faa- certification.html#storylink=cpy Back to Top FAA approves wingtip device 'cradle' for some aircraft Cradle with HighTop Case Fly-Thru The FAA has issued a supplemental type certificate (STC) for an aircraft device cradle that provides a way for owners of many popular Piper and Cessna aircraft to attach electronic devices to their aircraft's wingtips. A streamlined approval process for wingtip-mounted electronic devices to be used with the cradle was also developed during the approval process, said the cradle's manufacturer. "The cradle is a silicone rubber component that glues onto airplane wing tips, providing an attachment technique for electronic devices," explained Bob Carpenter, CEO of Sammamish, Wash.-based CarpenterDev, the manufacturer. "This allows any manufacturer of equipment, for example strobes, cameras, avionics sensors, and others, that want to install equipment on certified airplanes, without going through the complex FAA certification process themselves, a means of accomplishing" an approved installation. Electronic devices that transmit information to an iPad app or other system would do so using Bluetooth or similar technology, he said. The STC issued by the FAA to CarpenterDev applies to all models of the Cessna 172, Cessna 182, Piper PA-28, and PA-32 airplanes, Carpenter said. The STC requires that "equipment providing flight guidance information including attitude, altitude, heading, navigation, angle of attack, or speed information cannot be installed without separate FAA approval." In a phone interview, Carpenter said a streamlined process arranged for approvals provides a means for device manufacturers to submit their products to a test facility where they would be checked for interference with critical radio frequencies. The devices Carpenter discussed in his announcement of the cradle's approval may not be the only ones that his product might support someday, if the future he envisions for the aircraft device cradles pans out, following the 18-month process of winning STC and parts manufacturer approval from the FAA. "It's going to be up to people to come up with innovative devices," because the cradle could serve as mounting for "any device that benefits from sitting out on a wingtip," he said In a longer-range marketing effort, CarpenterDev, founded in 1999 as a niche-market developer of electro-mechanical products, is seeking to team with makers of handheld electronic flight information systems and aviation software for iPads and other devices to add the wireless air-data system sensors made by CarpenterDev to their offerings. http://www.aopa.org/News-and-Video/All-News/2013/November/14/wingtip-device-cradle- for-airplanes.aspx Back to Top Congress Passes Small Airplane Revitalization Act Congress approved a bill that updates regulations on Part 23 aircraft components and technology Thursday, Nov. 14. Called the Small Airplane Act of 2013, H.R. 1848, will requires the FAA to implement the Part 23 Aviation Rulemaking Committee's (ARC) recommendations by Dec. 31, 2015. "H.R. 1848 is an emphatic statement that overly prescriptive FAA regulations and inefficient bureaucratic processes that unnecessarily lengthen certification timelines and add significant costs must be replaced if we are to promote safety and growth in general aviation," said Pete Bunce, GAMA president and CEO. Senators Amy Kloubucha (D-Minn.) and Lisa Murkowski (R-Ala.) introduced the Senate version of the bill in May, which requires FAA to implement recommendations from FAA's Part 23 Reorganization ARC by the end of 2015. The ARC was formed in 2011 to identify methods to streamline the aircraft certification process for planes that fall under FAA's Part 23 category. The ARC's goal is to cut certification costs in half for general aviation aircraft that weigh less than 12,500 pounds, according to the General Aviation Manufacturers Association (GAMA). During a recent interview with Avionics Magazine, Greg Bowles, director of engineering and manufacturing at GAMA, said an example of technology that will benefit from the passage of the act is angle of attack (AoA) indicators. This technology is commonly found in military and commercial aircraft, providing a better parameter for pilots to use in avoiding stalls. The FAA has expressed interest in getting AoA technology into the cockpits of GA aircraft, however the high costs of the certification process often prevents operators from installing it onto smaller aircraft. Under the provisions of the Small Airplane Revitalization Act, Part 23 aircraft will not have to be designed and certified under the same regulatory requirements as heavier, more complex and higher performing aircraft, according to the Aircraft Electronics Association (AEA). "One of the things that the 23 ARC is looking at is to be able to develop standards that allow for non essential non-required equipment that we see typically in 25 percent of the light GA market which is experimental and light sport airplanes," said Ric Peri, vice president of government and industry affairs at AEA. "Currently, when you certify avionics, you certify it to your highest customer base, and in Part 23 that's typically the King Air the twin turboprop kind of airplanes. Well, that makes very expensive products for a 172, or similar aircraft that's not as high end as a King Air. "By being able to add a standard to a lot of the products that are in the experimental marketplace and kind of raising that bar a little bit, we end up with the ability to bring them into the bottom end of 23 to where the highest level of their marketplace is actually the bottom end of 23 and so we have more products in the marketplace that are available for your airplanes." The bill now heads to President Barack Obama for his signature. http://www.aviationtoday.com/the-checklist/Congress-Passes-Small-Airplane- Revitalization-Act_80658.html#.UooJo8SRB8E Curt Lewis