Flight Safety Information May 23, 2016 - No. 100 In This Issue Egypt Deploys Submarine in Search for EgyptAir Flight 804 'Black Boxes' Investigators Perplexed over EgyptAir Flight 804 Automated Warning System French Investigators Say Smoke Reported On EgyptAir Jet Before Crash Is Commercial Aviation as Safe and Secure as We're Told? Boeing opens $1 billion 777X wing factory Focus grows on data management for aviation safety specialists VietJet To Buy 100 Boeing Aircraft For $11.3 Billion Flexjet Doubles Firm Challenger 350 Order to 40 Aircraft Zodiac Arresting Systems Offers RCAM Training Call for Nominations For 2016 Laura Taber Barbour Air Safety Award India tests 'reusable' spacecraft with Mach 5 flight GRADUATE RESEARCH SURVEY REQUEST Egypt Deploys Submarine in Search for EgyptAir Flight 804 'Black Boxes' * Submarines thought to be able to detect signal from black boxes, and could also be used to locate large parts of missing Flight 804 * The first images of debris from EgyptAir flight 804 have emerged, and investigators confirm smoke was detected in the plane's nose before it crashed on Thursday. Photo: AP Egypt stepped up efforts to find the so-called black boxes of EgyptAir Flight 804 Sunday, dispatching a submarine to the suspected crash site in the Mediterranean Sea. Egyptian President Abdel Fattah Al Sisi said a submarine belonging to the Petroleum Ministry that can dive 3,000 meters (9,842 feet) underwater has been deployed to join in the international search for the plane, which crashed on Thursday while flying from Paris to Cairo with 66 people on board. Mr. Sisi shared no further information on the equipment or size of the Egyptian searching team. Egypt's armed forces are leading the search, with support from France, Greece, the U.S. and the U.K. The submarine is a remotely operated vehicle that can detect signals sent out by a black box, former petroleum minister Osama Kamel said in an interview. The black boxes contain flight data and a recording of cockpit voices and typically provide the most concrete evidence as to the causes of a plane crash. They are equipped with beacons to help salvage searches. The short range of the signal can make it difficult to detect underwater, and the black boxes could be resting on the seabed at a depth of over 11,000 feet. However, the submarine's technology may be sufficient to detect the black box signals, and could also be used to locate large parts of the plane, such as its fuselage, Mr. Kamel said. The dispatch of the submarine follows France's decision to send a ship loaded with specialist equipment and personnel in search of the black boxes. However the ship, dispatched Friday, could take several days to reach the search zone. The transit time, along with the suspected location of the wreckage, suggests recovery of the black boxes could take weeks, aviation-safety experts said. Finding the black boxes could be critical to the investigation. "At this point, we cannot rule out some type of terrorist act, but it's still very early and the black box has not been found yet," Homeland Security Secretary Jeh Johnson said on Fox News Sunday. This image posted Saturday on the official Facebook page of the Egyptian Armed Forces spokesman shows an Egyptian dinghy collecting wreckage of EgyptAir Flight 804. ENLARGE On Saturday, the Egyptian government said it had recovered debris from the downed passenger jet as the search for the wreckage and victims continued. Egypt's armed forces released photographs of personnel on boats scooping up what appeared to be small, twisted parts of the Airbus Group SE A320 airliner along with pieces of seats and pillows from the water about 190 miles north of the Egyptian city of Alexandria. On Sunday, the U.S. Navy said its P-3 sea-surveillance planes, which are supporting the Egyptian search, had located more than 100 pieces of aircraft debris during missions the previous day. The coordinates of this debris had been passed over to the Egyptian Navy. Despite these discoveries, the main wreckage has yet to be located. The cause of the crash is the subject of speculation, particularly the way in which Flight 804 twisted violently and then plummeted into the sea as it entered Egyptian airspace. Mr. Sisi said Sunday that no theories as to the cause of the crash have been ruled out. The president echoed Egyptian investigators who, in their first formal statement on Saturday, said "we are looking at all the information that is collected but it is far too early to make judgment." Mr. Sisi called on people not to jump to conclusions and vowed the probe would be transparent. Investigators said they were examining a series of automated warning messages sent via the A320's so-called Aircraft Communications Addressing and Reporting System, or ACARS. People familiar with the data say the messages point to smoke in the plane's nose section and problems with the flight controls. EgyptAir Plane Crashes Flight MS804 from Paris to Cairo goes down in Mediterranean on Thursday; search continues Friday Egyptian President Abdel Fattah Al Sisi, center, presides over a meeting of the National Security Council in Cairo to discuss the missing EgyptAir flight. Relatives and friends of EgyptAir hostess Yara Hani, seen in large portrait, mourn during a ceremony at a church in Cairo on Saturday. Smoke was detected inside the EgyptAir plane, on which Hani was working, shortly before it plunged into the Mediterranean with 66 people on board, investigators said. Osman Abu Laban, center, is consoled following prayers for the dead at the al Thawrah Mosque in Cairo on Friday. The film director said he lost several relatives in Thursday's EgyptAir plane crash. A still from an Egyptian Defense Ministry video shows Egyptian Navy engaged in search operations for missing EgyptAir Flight 804 on Friday, above the Mediterranean Sea, north of Alexandria. Relatives and friends of passengers of missing EgyptAir Flight 804 offer prayers Friday at a Cairo mosque. French soldiers patrol at Charles de Gaulle Airport, outside of Paris, on Friday. A team of French investigators arrives at the Ministry of Civil Aviation in Cairo on Friday. A U.S. Navy patrol plane prepares to take off from Sicily on Thursday to support the search for Flight MS804. Egyptian Prime Minister Sherif Ismail talks to reporters at Cairo International Airport on Thursday. He said it was too early to say whether a technical problem or a terror attack caused the plane to crash. A relative of a passenger who was flying aboard an EgyptAir plane that vanished from radar en route from Paris to Cairo cries as family members are transported by bus to a gathering point at Cairo airport Thursday. Relatives and friends of people flying in the EgyptAir plane that vanished from radar en route from Paris to Cairo react as they wait outside the EgyptAir in-flight service building at Cairo International Airport on Thursday. French soldiers patrol near an EgyptAir flight check-in desk at Charles de Gaulle airport on Thursday. Family members of passengers who were flying aboard an EgyptAir plane that vanished from radar en route from Paris to Cairo overnight are transported by bus to a gathering point at Cairo airport. The EgyptAir flight that vanished over the Mediterranean was carrying 30 Egyptian passengers and 15 French passengers, as well as a Briton and a Canadian, the airline said. Relatives of those who were flying aboard the EgyptAir plane that vanished from radar en route from Paris to Cairo overnight prepare for updates from officials. Egyptian Civil Aviation Minister Sherif Fathi speaks at a news conference Thursday. Meanwhile, Egypt's chief prosecutor said he ordered an 'urgent investigation' into the crash. A relative of the victims of the EgyptAir crash wipes her tears at Charles de Gaulle Airport outside of Paris. Egyptian President Abdel Fattah Al Sisi, center, presides over a meeting of the National Security Council in Cairo to discuss the missing EgyptAir flight. Relatives and friends of EgyptAir hostess Yara Hani, seen in large portrait, mourn during a ceremony at a church in Cairo on Saturday. Smoke was detected inside the EgyptAir plane, on which Hani was working, shortly before it plunged into the Mediterranean with 66 people on board, investigators said. Early on Saturday, French air accident investigators confirmed a Wall Street Journal report that the messages had been received. However safety experts are still trying to figure out exactly what the fault messages indicate. In addition to signaling that intense smoke set off detectors in the front of the jetliner, where some of its vital electronics are located, messages also suggest damage to the right-side cockpit windows. The messages are the first indication there may have been intense heat throughout the front section of the jet below and just behind the cockpit. Intense cargo fires in the past have disabled and brought down even much larger jumbo jets in a span of less than 30 minutes. But air-safety experts said it is highly unusual to have midair fires that are able to wreak such havoc in a matter of two or three minutes. The messages from Flight 804 suggest that was the elapsed time between the initial smoke warnings and when the automated messages stopped, likely because of power loss. French officials have said no cargo shipment was on board. Officials involved in the probe who have reviewed the data said the broadcast information by itself is insufficient to determine whether the plane was brought down by a bomb or other unexplained causes. The paucity of error messages given a potential catastrophic event also is confusing experts, they said, making recovery of the black boxes critical. According to people familiar with the content of the messages, they could be consistent with a smoldering fire, flames, an incendiary device or even a small explosion in the front of the aircraft-perhaps near the front lavatory- that nonetheless was strong enough to set off smoke detectors or even cripple certain flight controls. In addition to the warning signals, Egypt said it was looking at electronically collected maintenance data from the Airbus aircraft. The Egyptian military also said it had recovered more body parts, as EgyptAir said it would likely take weeks or months to retrieve human remains and identify them using DNA technology. "The process of recovering the bodies of the victims-that would take a long time, [as] was clarified for the families," the flagship state-owned carrier said on Saturday. An animation from ship-tracking website Marinetraffic.com shows the vessels that converged around a search area on Thursday in the Mediterranean near where EgyptAir Flight 804 is suspected of going down. Photo: Marinetraffic No group has taken responsibility for downing the jet. http://www.wsj.com/articles/egypt-deploys-submarine-in-search-for-egyptair-flight-804-black-boxes- 1463922980 Back to Top Investigators Perplexed over EgyptAir Flight 804 Automated Warning System System sent only a handful of messages flagging problems before fatal descent Family members of passengers who were flying aboard an EgyptAir plane that vanished from radar en route from Paris to Cairo are transported by bus to a gathering point at Cairo airport on May 19. By ANDY PASZTOR And ROBERT WALL Crash investigators are perplexed why an automated warning system aboard EgyptAir Flight 804 sent only a handful of messages flagging problems before the jet went out of control and began a fatal descent, according to people familiar with the preliminary information. That raises fresh questions about what happened aboard the Paris-to-Cairo flight that ended in tragedy over the eastern Mediterranean Sea. Based on design criteria and experience from previous crashes, these people said, engineers typically would expect to see a cascade of perhaps dozens of rapid-fire messages-spanning an array of different systems-leading up to such a dire emergency. Instead, Flight 804 sent only seven, according to people familiar with the matter. The probe has been further complicated by early data suggesting the Airbus Group SE A320 may have continued to cruise for some time after the first system-error transmissions were sent, according to air-safety experts. That is despite indications of a flight-control system malfunction and warnings that smoke was detected throughout the nose section, including inside an under-floor equipment compartment containing vital electronics. Based on this and other preliminary data, some experts who have reviewed the transmissions have estimated the plane may have maintained its altitude and speed for up to several minutes after initial system warnings went out. Other experts are skeptical, and authorities haven't commented. None of those scenarios make it any easier to determine whether terrorism or system failures contributed to the catastrophe-underscoring the importance of recovering the plane's black boxes, which would have much more detailed data about the plane's system and how the pilots reacted. If the plane continued to cruise for several minutes after the first system-error messages, the sequence of events from the first indication of a problem to a loss of control extends longer than a typical onboard explosion-the sort of event that might be caused by a bomb- but shorter than what would be considered a typical cabin or cockpit fire. Over the weekend, French authorities stressed it was premature to interpret the available evidence and Egyptian officials, who previously indicated they were leaning toward terrorism as the more likely cause, said the warning messages required further analysis. The sequence of events immediately after the warnings were sent to the ground-and why they weren't followed by a flurry of other messages covering faults in other systems controlled from the same electronics compartment- poses one of the biggest puzzles confronting investigators and other air-safety experts. The systems messages suggest smoke or fire in what is called the avionics bay, located under the cabin floor and behind the cockpit. But such an event should have prompted many more fault messages, affecting a larger group of circuits, than the seven investigators have determined were transmitted before the crash, according to several people familiar with the details. One possible explanation for why the warning messages stopped is that the plane abruptly lost electric power. That presumably would have shut off the autopilot and most computerized flight-management systems. But based on information posted on the global aviation tracking website Flightradar 24, the jet appears to have continued in controlled flight past the transmission of the last fault messages. "The warnings unfolded in about three minutes, the plane flew on for a while and then it started down," according to safety consultant John Cox, an ex-A320 pilot and a former crash investigator and pilot-union safety official. But before that point, he said, there should have been "more clear indications that something was going terribly wrong." Experts already have analyzed more than 25 years of safety data from the world-wide A320 fleet, according to one person familiar with the details, to try to pinpoint relevant electrical problems affecting the forward avionics compartment. So far nothing in that historical database fits the pattern of fault messages that occurred before the EgyptAir crash, this person said. http://www.wsj.com/articles/investigators-perplexed-over-egyptair-flight-804-automated-warning-system- 1463954393 Back to Top French Investigators Say Smoke Reported On EgyptAir Jet Before Crash The first clues as to what happened on board Flight MS804. A pilot looks out of the cockpit during a search operation by Egyptian air and navy forces for the crashed EgyptAir plane in the Mediterranean Sea. PARIS/CAIRO, May 21 (Reuters) - The EgyptAir jet which crashed in the Mediterranean on Thursday sent a series of warnings indicating that smoke had been detected on board, shortly before it disappeared off radar screens, French investigators said on Saturday. A spokesman for France's BEA air accident investigation agency said the signals did not indicate what caused the smoke or fire on board the plane, which plunged into the sea with 66 people on board as it was heading from Paris to Cairo. But they offered the first clues as to what unfolded in the moments before the crash. One aviation source said that a fire on board would likely have generated multiple warning signals, while a sudden explosion may not have generated any - though officials stress that no scenario, including explosion, is being ruled out. Egypt said its navy had found human remains, wreckage and the personal belongings of passengers floating in the Mediterranean about 290 km (180 miles) north of Alexandria. The army published pictures on Saturday on its official Facebook page of the recovered items, which included blue and white debris with EgyptAir markings, seat fabric with designs in the airline's colors, and a yellow lifejacket. Analysis of the debris and recovery of the plane's twin flight recorders are likely to be key to determining the cause of the crash - the third blow since October to Egypt's travel industry, still reeling from political unrest following the 2011 uprising that ousted Hosni Mubarak. A suspected Islamic State bombing brought down a Russian airliner after it took off from Sharm el-Sheikh airport in late October, killing all 224 people on board, and an EgyptAir plane was hijacked in March by a man wearing a fake suicide belt. A message purporting to come from Islamic State urged attacks on the United States and Europe in the Islamic holy month of Ramadan beginning in early June. "Ramadan, the month of conquest. Get prepared...so that you make it a month of calamity on the non-believers anywhere," said the message posted on Twitter accounts that usually publish Islamic State statements. It made no claim of responsibility for the Egyptair crash. The October crash devastated Egyptian tourism, a main source of foreign exchange for a country of 80 million people, and another similar incident would crush hopes of it recovering. Egypt's tourism revenue in the first three months of the year plunged by two thirds to $500 million from a year earlier. HUNT FOR BLACK BOXES The signals from the plane "do not allow in any way to say what may have caused smoke or fire on board the aircraft," said a spokesman for the French BEA agency, which is assisting an official Egyptian investigation. He added that the priority now was to find the two flight recorders, known as black boxes, containing cockpit voice recordings and data readings, from the Airbus A320 which vanished from radar early on Thursday. the head of the Egyptian investigation team was quoted by Egypt's state-owned Al-Ahram newspaper as saying a preliminary report into the crash would be presented in a month. Civil Aviation Minister Sherif Fathi told reporters an additional challenge in the hunt for the black boxes was the depth of the Mediterranean in the area under search. "What I understand is that it is 3,000 (meters)," he said. That would place the black box locator beacons, which last for 30 days, on the edge of their detectable range from the surface based on the type of acoustic equipment typically used during the first stages of a search, according to a report into the 2009 crash of an Air France jet in the Atlantic. "No important devices from the plane have been retrieved so far," Fathi said. The flight data transmitted before the crash was sent through an automatic system called the Aircraft Communications Addressing and Reporting System (ACARS), which routinely downloads maintenance and fault data to the airline operator. Aviation Herald, a respected Austria-based website specializing in air accidents, first published a burst of seven messages broadcast over the space of three minutes. These included alarms about smoke in the lavatory as well as the aircraft's avionics area, which sits under the cockpit. While suggesting a possible fire, the relatively short sequence of data gives no insight into pilot efforts to control the aircraft, nor does it show whether it fell in one piece or disintegrated in mid-air, two aviation safety experts said. The data fragments also included alarms related to cockpit window heating and two flight control computers, both of which have backups. "The question now is whether the fire that caused the smoke was the result of an electrical fault - for example a short-circuit caused by damaged wiring - or whether some form of explosive or incendiary device was used - for example by a terrorist - to generate a fire or other damage," aviation safety expert David Learmont said. The ACARS data suggested the fire had spread quickly and "that might explain the fact that there was no distress call," Learmont wrote in a blog. Aviation Herald says it received information of smoke aboard crashed #EgyptAir flight #MS804 The aircraft was carrying 56 passengers, including a child and two infants, and 10 crew. They included 30 Egyptian and 15 French nationals, along with citizens of 10 other countries. Egyptair said officials met family members and told them the process of gathering body parts and information would take time, while DNA testing to identify victims would require weeks. French Foreign Minister Jean-Marc Ayrault, who met relatives of crash victims in Paris on Saturday, said there were several possible causes. "At this very moment all scenarios are being examined and none is being given greater emphasis," he said. France sent a plane and navy ship to help the search, centered on an area just south of where the signal from the plane was lost early on Thursday. EgyptAir Chairman Safwat Moslem said the radius of the search zone was 40 nautical miles, but could be expanded. The radius is equivalent to an area of 5,000 square miles (17,000 square km), the same expanse covered in the initial hunt for the Air France jet in 2009. The large area reflects the fact that neither jet could be accounted for in the last few minutes of flying time. A European satellite spotted a 2 km-long oil slick in the Mediterranean, about 40 km (20 nautical miles) southeast of the aircraft's last known position, the European Space Agency said. http://www.huffingtonpost.com/entry/egyptair-plane-smoke-french- investigators_us_574053fee4b00e09e89f3891 Back to Top Is Commercial Aviation as Safe and Secure as We're Told? A criminologist who studies the issues weighs in on the latest risks By Frederic Lemieux, The Conversation on May 20, 2016Véalo en español On Thursday, May 19, EgyptAir flight MS804, traveling from Paris to Cairo, crashed into the Mediterranean Sea. All 66 passengers and crew members aboard were killed. Terrorism is suspected. This is the fifth major airline crash since the beginning of this year, a fact that may cause some people to wonder if flying is as safe as we've been taught to believe. The Conversation As a criminologist who studies security and safety leadership, I have reviewed how the airline industry measures its safety record and examined four different kinds of threats - airport security, flight safety, regulations violations and cybersecurity - in order to depict a more accurate picture of the risks that face travelers. HOW SAFETY IS MEASURED The level of security and safety in the commercial airline industry is mainly judged by examining specific types of fatal incidents and compliance with existing regulations. A recent report published by the airline safety and product rating review website Airline Ratings identifies the top 20 safest commercial airliners using criteria such as safety and security certifications, being blacklisted by the Federal Aviation Administration (FAA) or other foreign transportation agencies and the number (or absence) of fatal accidents in the past 10 years. It's important to note, however, that according to the International Air Transport Association, only six percent of airline accidents in 2015 included fatalities. This fact seriously skews the measurement of risks. Risk measurement should also, in my view, take into account close calls and incidents in which passengers are hurt, even if they aren't killed. Now let's look at the four different categories of risks. 1. AIRPORT SECURITY RISKS Risk starts with several security gaps at the airport. One of the first concerns is airport employee screening. In 2015, a report published by the inspector general stated: TSA [Transportation Security Administration] lacked effective controls to ensure that aviation workers did not have disqualifying criminal histories and that they possessed lawful status and the authorization to work in the United States. The problem of employee screening is even more critical in countries like Egypt where screening practices are weak and have been associated with previous fatal incidents. In 2015, the U.S. Department of Homeland Security reported that security checkpoints operated by TSA failed 67 out of 70 tests operated by a DHS red team. A red team is a covert government agent group that challenges organization performance and effectiveness. These failures occurred in several large cities across the country. The red team's tests resulted in a failure rate of 95 percent. What is more, agents failed to intercept individual dangerous items in baggage, including a fake bomb at Newark Liberty Airport. Other covert operations have also shown that airport secure areas were breached by a red team. The results of those operations are classified, but speaking before a house committee, DHS Inspector General John Roth indicated they were disappointing. 2. FLIGHT SAFETY RISKS According to data collected by the Aviation Safety Reporting System (FAA), the commercial aviation industry experiences nonfatal incidents on a regular basis. These self-reported incidents include critical altitude deviation, fuel management issues, smoke and fire in the cabin, in-flight weather encounters, mechanical issues due to unreliable maintenance, crew fatigue, medical fitness of pilots, near midair collisions with another plane and near midair collisions with unmanned aerial vehicles, or drones. Despite the fact that all these incidents reported to the ASRS were not associated with any direct loss of life, many of them pose severe risk to passenger security. For instance, FAA statistics suggest that there were more than 700 near midair collisions between airplanes and drones in 2015. For the same year, FAA has reported 28 critical near midair collisions between planes in United States. Also last year, some 1,546 personnel charged with airline safety, including 38 pilots, tested positive for one or more of five illegal drugs. In nonfatal accidents, turbulence is the leading cause of injuries to airline passengers and flight attendants, causing at least 430 injuries between 2002 and 2013. What's important to note here is that what causes nonfatal incidents can also cause fatal accidents. This is why, to my mind, we should also look at the incidence of non fatal accidents when assessing safety and security risks in aviation. 3. REGULATION VIOLATIONS Recently the FAA cracked down on several airline companies for failure to comply with regulations. For instance, in 2015, FAA fined Southwest for safety violations related to one aircraft that was flown on 120 flights before it was checked for damage from a depressurization incident. The year before, Southwest was facing fines of up to US$12 million for failing to follow procedures in repairs on Boeing 737 jetliners. SkyWest in 2015 was fined $1.23 million for failing to do regular inspection of landing gear as required after every 6,700 flights. SkyWest also didn't conduct inspection on cracked cargo doors of two passenger planes. In 2015, United Airlines was facing $1.3 million in fines for 120 violations of regulations involving hazardous material cargo on passenger flights. The hazardous material included lithium metal batteries, dry ice, corrosive liquids, detonating fuses, phosphoric acid and ethanol solutions. Finally, in 2009, the FAA alleged that US Airways and United Airlines had flown planes multiple times - in one case eight planes on a total of 1,647 flights - despite the fact that the planes were in an unsafe condition. These cases are not outliers. Each year, the FAA releases a quarterly report on regulation violations made by airlines. These reports show that negligence in following maintenance procedures and laxity in implementing the response to a given incident required by protocol are more frequent that we think. In the first three quarters of 2015, for example, FAA fined more than 100 airlines as well as maintenance servicing companies for regulation violations. Most of these violations were not associated with flight incidents, but they do tell a story about safety and security culture in the aviation industry. 4. EMERGING RISK: CYBERSECURITY The aviation industry increasingly operates high-technology planes that require sophisticated systems and programs. These, in turn, are vulnerable to hacking. For instance, most planes use Automatic Dependent Surveillance-Broadcast, which sends unencrypted data on a plane's position. This data could be tampered with by an ill-intentioned person who could alter the real positioning of an aircraft. In 2015, the hacker Chris Roberts claimed that he was able to access critical plane functions, including the engine, via the entertainment system of the plane. The Government Accounting Office has also identified several vulnerabilities related to the information systems used by air traffic control. My point is that information systems and computer programs used by the aviation industry were developed to respond to performance challenges rather than security issues. Therefore, the design of aviation information systems presents vulnerabilities that can be exploited by hackers and jeopardize safety of aircraft and air traffic control. NOT QUITE AS SAFE AS WE ASSUME The problem is that by limiting our measurement of security to fatal incidents, we narrow our appraisal of risk. Aviation from this perspective appears to be very secure. Crashes, after all, are rare events. However, I would argue that if you take into account all the nonfatal incidents, which most people are not aware of, then the actual risk of accident in the airline industry is higher. Frederic Lemieux does not work for, consult, own shares in or receive funding from any company or organization that would benefit from this article, and has disclosed no relevant affiliations beyond the academic appointment above. This article was originally published on The Conversation. Read the original article. Frederic Lemieux is a professor and program director of Bachelor in Police and Security Studies; Master's in Security and Safety Leadership; Master's in Strategic Cyber Operations and Information Management at George Washington University. https://ui.constantcontact.com/rnavmap/emcf/email/edit?flow=edit&camefrom=view&agent.uid=1124794551716 Back to Top Boeing opens $1 billion 777X wing factory Boeing opened a $1 billion factory to fabricate the new composite wings of the 777X on 20 May in Everett, Washington, fulfilling a two-year-old agreement with its largest union place the work in the Puget Sound area. "Today's event is bigger than celebrating the opening of a magnificent new building," said Boeing Commercial Airplanes president and CEO Ray Conner. "It's about our employees, and shared success with our partners around the region and in Olympia in keeping the Puget Sound at the forefront of aerospace leadership for decades to come." The composite wing centre adjacent to Boeing's sprawling widebody assembly complex it itself a massive structure, with 27 acres under roof. It houses three of the world's most spacious autoclaves, the ovens inside a pressure chamber that cure the epoxy resin inside a carbonfibre matrix. The 777X aircraft family, including the 400-seat 777-9 and 350-seat 777-8, will feature the largest wingspan in Boeing's history at 71.8m (236ft), which is second only to the Airbus A380 wingspan at 80m. To allow the 777X to use the same gates as the 747-8, Boeing has inserted a hinge mechanism to fold the most outboard 3.5m section of the wing before take-off and after landing. It will be the first composite wing manufactured within Boeing since assembly of the Northrop Grumman B-2 bomber. The wings of the 787 family are also made of carbonfibre, but Boeing outsourced the design and production to Kawasaki in Japan. For the 777X, Boeing decided to build the wings internally, but provoked a stand-off with the International Association of Machinists and Aerospace Workers (IAM) over where to place the work. Several alternatives to Puget Sound for the composite wing centre and final assembly of the 777X were considered within Boeing, including sites in Utah and Missouri. The membership of the Puget Sound union, however, agreed by a narrow margin to replace pensions with a retirement contribution plan. In return, Boeing agreed to place assembly of the 777X wings and fuselage in Puget Sound. Boeing also received a $7 billion package of tax incentives and infrastructure investments by the state of Washington as part of the decision. flightglobal.com/ Back to Top Focus grows on data management for aviation safety specialists 4th World Aviation Safety Summit to debate how data can be made useful in real-time Dubai, United Arab Emirates: Global aviation experts are gathering this week in Dubai at the World Aviation Safety Summit to tackle the most pressing issues and initiatives surrounding the international aviation industry. Sector specialists will analyse how data management can transition from a responsive function into a core planning and prevention tool across the industry. They will look at methods of collecting, analysing and sharing flight safety data to enhance proactive and predictive safety. In a session that will focus on data management on the first day of the Summit, members of the Advisory Board will discuss how to introduce safety performance indicators based on positive performance alongside strategies for the successful prevention of incidents and the effective management of threats and hazards. The International Air Transport Association (IATA) recently introduced Global Aviation Data Management (GADM), a 'big data' application supported by state-of-the-art warehousing technology that identifies emerging trends and flags risks that can be mitigated through improved safety programmes. More than 470 organisations around the globe are contributing their data to GADM and are gaining access to safety information with impact. Jehad Faqir, Head of Safety and Flight Operations, IATA commented: "Techniques to improve aviation safety have moved beyond the analyses of isolated accidents to data-driven analyses of trends and the interaction between the links in the air transport chain. GADM is a data management platform, integrating all sources of operational data received from various channels and IATA unique programs, such as Flight Operations, Infrastructure, IATA audits, etc. into a common and interlinked database structure." All GADM data contributors have access to applicable aggregated and de-identified reports and analyses, including pilot and flight attendant accident reports, aircraft ground damage reports and collated Flight Data Analysis (FDA). Increasing numbers of industry players are choosing more data management tools. For example, Sazma Aviation recently selected Skytrac Flight Data Monitoring services to monitor engine health and safety parameters on its Sikorsky S-76 aircraft. Sazma Aviation receives a package that includes an online reporting interface, a custom event matrix with real-time air-to-ground exceedance notification services. There is also an increased international focus on how to reduce safety risks caused by human error and how to fully recover data crucial for analysing aircraft-related incidents. Niall O'Sullivan, Arconics Chief Executive Officer commented: "AeroDocs Airline Document Management System gives operators complete control over their digital documents. Control is a critical factor in a successful safety policy, and maintaining up-to-date records on who has updated, distributed and received ops manuals contributes greatly to successful safety audit outcomes. Our vision of the connected aircraft software ecosystem unites all the participants in the journey, from airline management to regulators, from Ops Control to the flightcrew, from cabin crew to the passengers. We need to ensure that the right data is always available to the right people at the right time." Organisations like Arconics and Aerobytes will be showcasing the benefits of data management to improving aviation safety at the Summit. Kevin Martin, Sales Manager at Aerobytes said: "Aerobytes will be demonstrating its FDM software with drill down capabilities. With FDM results providing information for safety, efficiency, training plus more and integration with SMS and other systems it is essential to choose reliable and well supported software. Aerobytes provides such a tool offering sophisticated analysis while being easy to use." Hosted by the Dubai Civil Aviation Authority on 25 and 26 April, 2016 and organised by Streamline Marketing Group, the Summit will facilitate discussions, partnerships and strategic planning that will advance excellence in aviation safety. Mr. Khalid Al Arif, Director Standards & Regulations Department at Dubai Civil Aviation Authority commented: "As data management systems develop in complexity, it's important for organisations within our industry to stay up to date with the latest enhancements. The collection, sharing and analysis of information form fundamental elements of ensuring safety and we continue to invest in research on the latest data analysis capabilities within aviation. DCAA is committed to supporting the use of state of the art technology and we are constantly looking for ways to continue improving operations. The World Aviation Safety Summit gives industry players the chance to showcase innovation within data management and we look forward to seeing the benefits that the latest systems can bring to maximising safety." About World Aviation Safety Summit Returning for its 4th edition, the World Aviation Safety Summit (25 - 26 April 2016, Dubai, UAE), hosted by the Dubai Civil Aviation Authority has been established as the meeting place for thought leaders of the global aviation safety sector to discuss essential safety measures in order to efficiently manage the processes, threats, risks and calamities facing aviation safety professionals worldwide. About Dubai Civil Aviation Authority Dubai Civil Aviation Authority was established as an autonomous body by the decree issued by His Highness Sheikh Mohammed Bin Rashid Al Maktoum, Vice President and Prime Minister of the UAE and Ruler of Dubai, by proclamation of Law No. (21) of 2007, to undertake development of air transport industry in the Emirate of Dubai and to oversee all aviation related activities. Law No. (21) of 2007 was amended by Law No. (19) of 2010. About Streamline Marketing Group SMG is an events consultancy specialising in creating innovative events with a global profile and reach. Our success lies in the fact that we think differently about events - a strategy that has won us several international awards and nominations. We look at format and content as well as staging and marketing to create exceptional events that are of real value to our clients and audiences. SMG also focuses on working closely with government entities and commercial partners to deliver content led, world-class events. Over the years we have worked with some of the world's leading brands, government agencies and industry leaders including: The Emirates Group; Mubadala Development Company; Etihad Airways, Dubai Municipality; Dubai Exports; The General Civil Aviation Authority; Ministry of Economy, UAE and more. Please visit www.smg-online.com for more information. For more information, please contact: Mohaned Lafi Senior account Manager - Four Communications Group +971 (0)55 985 3379 wass@fourcommunications.com https://www.zawya.com/story/Focus_grows_on_data_management_for_aviation_safety_specialists- ZAWYA20160424091435/ Back to Top VietJet To Buy 100 Boeing Aircraft For $11.3 Billion Hanoi: Vietnamese budget airline VietJet, famed for its bikini-clad air hostesses, has agreed to buy 100 passenger jets from US aircraft maker Boeing for $11.3 billion, the airline said on Monday, in a deal signed in front of President Barack Obama in Hanoi. In a statement, VietJet said the deal was "the largest ever single commercial airplane purchase in Vietnam aviation". It was penned in front of Vietnamese President Tran Dai Quang and the American leader, who is on a three-day trip to the communist nation. A White House official confirmed the deal for 100 Boeing jets was among a raft of commerical agreements sealed on Monday worth more than $16 billion. "We expect this will support 60,000 American manufacturing and technology jobs," the official added. Founded in 2007 VietJet, which has previously drummed up publicity with bikini-wearing air stewardesses, is making a major move into the lucrative Southeast Asian aviation sector. In February the carrier announced that it had signed a USD 3.04 billion deal with US engine maker Pratt & Whitney, underscoring the growth potential of the region's low-cost airline market. Industry players have said that Southeast Asia, including Vietnam, is a key growth market for budget air travel, driven by a growing middle class, many of whom are travelling for the first time. US aircraft maker Boeing has forecast that the region needs 3,750 new airplanes in the next 20 years, with more than three-quarters of the deliveries being single-aisle airplanes favoured by budget carriers. http://profit.ndtv.com/news/aviation/article-vietjet-to-buy-100-boeing-aircraft-for-11-3-billion-1409077 Back to Top Flexjet Doubles Firm Challenger 350 Order to 40 Aircraft * Flexjet operates the largest combined fleet of Challenger 300 and 350s in the world * Flexjet was the first fractional operator in the world to fly Bombardier Challenger aircraft Flexjet announced today that it has officially confirmed a firm order for 20 additional Challenger 350 super- midsized jets by Bombardier Aerospace. This is in addition to an order for 20 Challenger 350 Bombardier aircraft announced in 2013, bringing the total firm order to 40 of the popular business jets. (Photo: Business Wire) Flexjet announced today that it has officially confirmed a firm order for 20 additional Challenger 350 super- midsized jets by Bombardier Aerospace. This is in addition to an order for 20 Challenger 350 Bombardier aircraft announced in 2013, bringing the total firm order to 40 of the popular business jets. (Photo: Business Wire) GENEVA--(BUSINESS WIRE)--Flexjet LLC, offering travelers access to the world's most luxurious fleet of private jets, announced today at the European Business Aviation Convention & Exhibition (EBACE) that it has officially confirmed a firm order for 20 additional Challenger 350 super-midsized business jets by Bombardier Aerospace (BBD.B:CA). This is in addition to an order for 20 Challenger 350 Bombardier aircraft ordered in 2013. Flexjet said it increased its original order because of unprecedented success with the company's new Red Label offering that includes the Challenger 350 aircraft. "The Challenger 350 business jet is the benchmark for dependability, performance and cabin comfort, offering a travel experience that is unrivalled by any other aircraft in its class" "The Bombardier-built Challenger 350 aircraft has been featured in our highly popular Red Label offering. This has elevated the expectations of discerning travelers around the world and challenged the industry to do better," said Michael Silvestro, Flexjet's Chief Executive Officer. "Officially doubling our order will enable us to meet the increase in demand we are seeing from our Owners and provide a solid platform for future growth," added Silvestro, who made the announcement at the European Business Aviation Convention & Exhibition (EBACE) on the heels of Flexjet announcing plans for an expanded European presence. The order, originally included in a November 2015 memorandum of understanding between Flexjet and Bombardier, will result in 43 Challenger 300/350 series aircraft flying in the Flexjet fleet by the end of 2016. An additional four Challenger 350 aircraft will follow in 2017, with the remainder delivered over the next five years. "The Challenger 350 business jet is the benchmark for dependability, performance and cabin comfort, offering a travel experience that is unrivalled by any other aircraft in its class," said David M. Coleal, President, Bombardier Business Aircraft. "Flexjet has been a valued Bombardier customer for many years, and we're thrilled that the incomparable Challenger 350 aircraft is part of their growth and continuing success." Considered one of the world's most mission-versatile business jets, the Challenger 350 aircraft can carry up to eight passengers in Flexjet's smart interior configuration, has a maximum operating altitude of 45,000 feet, a top cruising speed of 528 MPH and a transcontinental range of 3,200 nautical miles. Its extraordinarily quiet cabin allows passengers to converse at comfortable levels or relax in peace. The Challenger 350 aircraft is the successor to Bombardier's venerable Challenger 300 business jet, which has served in Flexjet's fleet since the company's founding two decades ago. Since accepting their first Challenger 300 aircraft, Flexjet Owners have logged nearly 97 million miles in the beloved aircraft. Flexjet flies the largest combined fleet of Challenger 300 and 350s of any operator in its space, nearly 40% more than others. The Challenger 300 was so popular that Bombardier relied on Flexjet's extensive operating data and user experience information for the plane to design many of the advances available on the Challenger 350 business jet. The Challenger 350 business jet is the perfect aircraft for Flexjet's Red Label offering, which bridges the gap between traditional shared ownership programs and whole-aircraft ownership, providing Owners with the feeling that they are flying on their own plane. Red Label offers access to the world's newest shared jet fleet, flight crews dedicated to a single aircraft and exclusive artisan interiors that are the most distinctive ever offered to travelers by a shared provider. As part of Red Label, Flexjet offers three exclusive artisan interiors on the Challenger 350 aircraft, a feature that sets it apart from any other operator of the aircraft. These unique interiors are matched with additional elements of the Red Label offering, including flight crews dedicated to a single aircraft and access to the world's newest shared jet fleet, providing a premium level of comfort and customization. "Bombardier-built Challenger aircraft have been the backbone of the Flexjet fleet since our founding in 1995, and no other shared provider in the world has been flying them as long as we have. This order confirms that Challenger aircraft will continue to be a vital aircraft of our fleet going forward," said Silvestro. About Flexjet Flexjet first entered the shared jet ownership market in 1995, and celebrated its 20th anniversary in May 2015. Flexjet offers shared jet ownership and leasing. Flexjet's shared aircraft program is the first in the world to be recognized as achieving the Air Charter Safety Foundation's Industry Audit Standard, and Flexjet is the first and only company to be honored with its 17th FAA Diamond Award for Excellence. Flexjet's shared program fields an exclusive array of business aircraft-some of the youngest in the shared jet industry, with an average age of approximately six years-including their LXi Cabin Collection consisting of the Learjet 75LXi, Challenger 350, the Embraer Legacy 450, Global Express and the Gulfstream G450, G500 and G650, and the Aerion AS2 supersonic business jets. In addition, the overall jet collection includes the Embraer Phenom 300, Challenger 300 and Challenger 605. Flexjet is a member of the Directional Aviation family of companies. For more details on innovative programs and flexible offerings, visit www.flexjet.com or follow us on Twitter @Flexjet and on Instagram @FlexjetLLC. http://www.businesswire.com/news/home/20160523005453/en/Flexjet-Doubles-Firm-Challenger-350-Order-40 Back to Top Call for Nominations For 2016 Laura Taber Barbour Air Safety Award ALEXANDRIA, Va. -- The Laura Taber Barbour Air Safety Foundation and Flight Safety Foundation (FSF) are now accepting nominations for the 2016 Laura Taber Barbour Air Safety Award, honoring a leader in aviation safety. The award will be presented during the 69th Annual International Air Safety Summit, taking place Nov. 14-16 in Dubai, UAE. Presented since 1956, the Laura Taber Barbour Air Safety Award recognizes notable achievement in the field of civil or military aviation safety in method, design, invention, study or other improvement. The award's recipient is selected for a "significant individual or group effort contributing to improving aviation safety, with emphasis on original contributions," and a "significant individual or group effort performed above and beyond normal responsibilities." Mechanics, engineers and others outside of top administrative or research positions should be especially considered. The contribution need not be recent, especially if the nominee has not received adequate recognition. Nominations that were not selected as past winners of the Award can be submitted one additional time for consideration. Please note that self-nominations will not be considered. The Laura Taber Barbour Air Safety Award's story dates back 70 years. On April 14, 1945, after visiting family in Pittsburgh, Laura Taber Barbour was aboard a Pennsylvania Central Airlines DC-3 when it crashed into the rugged terrain of Cheat Mountain near Morgantown, West Virginia. All passengers and crew were killed. In the years following, her husband, Dr. Clifford E. Barbour and son, Clifford E. Barbour, Jr., established the Laura Taber Barbour Air Safety Award in her honor. The Award Board, composed of leaders in the field of aviation, meets in June of each year to conduct a final review of nominees and selection of the current year's recipient. Please help us honor this year's most deserving recipient. Nominations, including a 1-2-page narrative, can be submitted via the Laura Taber Barbour Foundation website at http://ltbaward.org/the-award/nomination-form/ or the Flight Safety Foundation website at http://flightsafety.org/aviation-awards/laura-taber-barbour-air-safety- award. Nominations will be accepted until June 1, 2016. For more information, including a complete history of Award recipients, see www.ltbaward.com. ABOUT THE LAURA TABER BARBOUR AIR SAFETY AWARD: The Award was established in 1956 through early association with the Flight Safety Foundation and from its founding has enjoyed a rich history of Award Board members, nominees and Award recipients. In 2013, the Laura Taber Barbour Air Safety Foundation was formed from members of the Award Board, the aviation community and the Barbour family. As the foundation plans to broaden the scope of its intent, with great purpose, the Laura Taber Barbour Air Safety Award will continue to spotlight those champions who pioneer breakthroughs in flight safety. Back to Top India tests 'reusable' spacecraft with Mach 5 flight An artist's impression of the full size reuseable rocketIndia Space Research Organisation India has tested an unmanned, small-scale, space shuttle as part of its plans to create a reusable rocket. The 7 metre scale model rocket "successfully" flew 65km (40 miles) into the air before it came down at sea, officials at the Indian Space Research Organisation (ISRO) said. Launching from the Satish Dhawan Space Centre at Sriharikota on the east of the country, the Reusable Launch Vehicle (RLV-TD) was in the air for around 12 minutes. Its booster lifted the rocket to 56km (34 miles) in 91 seconds before it detached from the vehicle, which continued to climb to a peak of 65km. On re-entry through the Earth's atmosphere the vehicle reached Mach 5, five times the speed of sound, before it landed at sea. "The vehicle's navigation, guidance and control system accurately steered the vehicle during this phase for safe descent," ISRO said in a statement. While the flight was relatively short, it was designed to test equipment that will be used in future spacecraft development including thermal protection systems to stop it burning up, autonomous navigation and guidance and control systems. The mission was the first test flight of a "winged body aerospace vehicle" that the country hopes will provide data for its bid to create a reusable rocket. The 1.75 tonne model was created over the last five years and cost 1 billion rupees (£9.6 million). "This was the hypersonic flight experiment (HEX), the next test will be focussed on landing the vehicle," an IRSO spokesperson told The Mint newspaper. The country aims to build a full scale reusable rocket, which will make space flights cheaper. Reusable rockets for space missions are being developed by a number of companies. Elon Musk's SpaceX has successfully tested and landed one of its Falcon 9 twice. Earlier in May the company landed the rocket on a drone ship at sea - to make the challenge even more difficult the rocket landed at night. However, the accolade for first landing a rocket after it had been sent into space went to Amazon founder Jeff Bezos when Blue Origin landed a rocket on a platform in November 2015. The Blue Origin rocket reached more than mach 3.7 before it came back down to Earth and landed on the launch pad at 4.4 miles per hour. http://www.wired.co.uk/news/archive/2016-05/23/india-space-shuttle-test-reuseable Back to Top GRADUATE RESEARCH SURVEY REQUEST: I am a Masters student at City University London and write my dissertation about Aircraft Engine Selection Process. Would you kindly take 10 minutes of your time to help me with a survey https://www.surveymonkey.com/r/Engine_selection_process Curt Lewis