Flight Safety Information July 25, 2016 - No. 144 In This Issue EgyptAir plane broke up in flight after a fire, evidence suggests More EgyptAir flight MS804 debris found on Israeli coast MH370 pilot flew similar doomed route on home simulator: report MH370 mystery spurred efforts to improve aircraft tracking Malaysia Airlines settles damages with most MH17 families Search for missing Indian air force jet intensifies, hindered by bad weather Incident: Hawaiian A332 near Seattle on Jul 24th 2016, cracked windshield United Airlines To Remind All Its Flight Attendants Of FAA Kid Seat Requirement Revealing the "Sources" for Safety Information Cabin Safeguards...A flight attendant's roles are many, but minimizing risk is foremost EASA underlines cockpit-occupancy considerations Wave of prospective drone pilots expected to seek out regional testing centers in coming months NEXT GENERATION ECLIPSE JET ANNOUNCED Yingling tweaks Ascend 172 remanufactured airplane program Airbus A350 deliveries deferred by American Airlines As Global Demand Slows, Airlines Defer Widebody Jet Orders Malaysia Airlines may announce Boeing order this week: report China Rolls out World's Largest Amphibious Aircraft New Composite Material Could Reduce Impact of Aircraft and Vehicle Crashes Don Bateman's Retirement Party ISASI 2016, Reykjavik, Iceland...17 to 20 October, 2016 (ISASI) DFW Regional Chapter (DFRC) Summer Meeting, September 8, 2016 Graduate Research Request Graduate Research Survey Back to Top EgyptAir plane broke up in flight after a fire, evidence suggests Officials said the evidence appeared to be sufficient to rule out at least one early theory: that a pilot had deliberately flown the plane into the water. CAIRO - Evidence gathered in an investigation into the crash of EgyptAir Flight 804 in the Mediterranean Sea in May indicates the plane most likely broke up in midair after a fire near or inside the cockpit that quickly overwhelmed the crew, according to Egyptian officials involved in the inquiry. The officials could not determine whether the fire thought to have caused the crash had been set off by a mechanical malfunction or by a malicious act. The findings are based on information from the Airbus A320's flight-data recorder and cockpit voice recorder - commonly known as black boxes - along with an analysis of the recovered debris, including human remains, according to forensic and aviation officials in Cairo. The officials spoke on condition of anonymity. The officials said the evidence appeared to be sufficient to rule out at least one early theory: that a pilot had deliberately flown the plane into the water. Flight 804 plummeted from 37,000 feet during an overnight flight to Cairo from Paris on May 19, killing all 66 people on board. The early findings that it disintegrated in the air, rather than upon hitting the water, may be presented in a preliminary report on the crash in the coming days. Since the discovery of the wreckage last month, investigators and search teams have been mapping the debris field on the ocean floor, roughly 10,000 feet below the surface, with specialized underwater cameras, and the human remains that have been found were sent to a morgue in Cairo for analysis. Among the largest items recovered so far are aircraft seats, an aviation official briefed on the investigation said. Other items include window panes and door handles. No complete bodies have been retrieved, and almost none of the discovered remains were strapped into seats, the officials said. One forensic specialist estimated search teams had found only a few remains, less than 70 pounds in all. According to air-accident experts who are not involved in the EgyptAir inquiry, the absence of large debris and a relatively wide dispersal of objects along the ocean floor indicate the plane broke up in the air, although they do not explain what might have caused that to occur. A plane that fractures on impact with water typically leaves significant clusters of heavy debris, including sections of fuselage, wings and other large, identifiable parts such as engines or landing gear. The lack of intact human remains is another indicator of a midair breakup, experts said. "The bodies will tell us a story, just like the aircraft does," Frank Ciaccio, a former forensic investigator for the U.S. National Transportation Safety Board, said in an interview last month. "If you see large fragmentation of remains, you generally look to see if that is consistent with an explosion or an in-flight disruption," Ciaccio said. "Typically, if they are scattered about, that is a good indication of in-flight breakup." An Egyptian aviation official said the voice recorder from the cockpit indicated the mood there was relaxed in the minutes before the plane veered off course. Crew members were playing music and chatting amiably when the pilot, Capt. Muhammad Shoukair, 36, suddenly said there was a fire on board and asked the co-pilot, Muhammad Mamdouh Assem, 24, to get an extinguisher. That was the last human sound the recorder captured. Information from the flight-data recorder - as well as a series of automated alerts that were sent by the plane to a maintenance base on the ground - suggests that, in the minutes before radar contact was lost, heavy smoke was detected in a lavatory as well as near the cockpit. Investigators have also retrieved blackened pieces of metal from the front of the plane that indicate a high-temperature fire. Still, the source of such a fire remains unclear. After the 1996 crash of TWA Flight 800, which broke up in midair shortly after takeoff from Kennedy International Airport in New York City, investigators initially suspected terrorism. But an extensive inquiry determined the probable cause was an electrical short-circuit that had ignited vapors in the plane's main fuel tank. Safwat Musallam, chairman of EgyptAir, a state-owned carrier, declined to comment on the latest findings, but in an interview last month, he said, "It is clearly terrorism." Noting the crash of a Russian jet over the Sinai Peninsula in October that killed 224 people, and the hijacking of an EgyptAir flight in March by an Egyptian fugitive, he added, "I would have to be crazy not to see the pattern here." But Musallam acknowledged that his terrorism theory was not backed up by evidence. http://www.seattletimes.com/nation-world/egyptair-plane-broke-up-in-flight-after-a-fire-evidence- suggests/ Back to Top More EgyptAir flight MS804 debris found on Israeli coast The aeroplane went down in the Mediterranean in mid-May, claiming the lives of all 66 on board Two Israelis walking along the beach in Haifa found wreckage belonging to the crashed EgyptAir flight MS804 on Sunday, reported state-run newspaper Al-Ahram, citing Israeli TV. The discovery comes less than a month after pieces of wreckage from the crashed aeroplane were found on the beach in the Israeli city of Netanya. The EgyptAir flight was travelling from Paris to Cairo in mid-May when it disappeared from radar screens over the Mediterranean, shortly after leaving Greek airspace. Shortly thereafter it was reported that the aeroplane had crashed into the sea, killing all 66 on board. The distance between one location where debris was discovered in Karpathos island and Haifa is 1,500 kilometres away. After much speculation about the cause of the crash, the investigation committee of the crashed EgyptAir flight MS804 said the word "fire" was spoken in the cockpit prior to the aeroplane's crash in the Mediterranean Sea, according to a new report issued in mid July. http://www.dailynewsegypt.com/2016/07/24/egyptair-flight-ms804-debris-found-israeli-coast/ Back to Top MH370 pilot flew similar doomed route on home simulator: report New York (AFP) - The pilot who flew missing Malaysia Airlines flight MH370, which is believed to have gone off route and crashed in the Indian Ocean, conducted a simulation of a similar path just weeks prior, New York magazine reported. Zaharie Ahmad Shah, the highly respected airman at the helm of the plane, used an elaborate home-built flight simulator to steer himself over the Strait of Malacca and into the remote southern Indian ocean, a course with striking resemblance to the route MH370 is believed to have taken. The finding, which casts a shadow of suspicion over the 53-year-old pilot, was published Friday by New York magazine, which obtained a confidential document from Malaysian police investigating the incident. According to the document, the FBI recovered deleted data points from the flight simulator on Zaharie's hard drive. "We found a flight path, that lead to the Southern Indian Ocean, among the numerous other flight paths charted on the flight simulator, that could be of interest," the document said, according to New York magazine. Although the paths are similar, the simulated flight's endpoint is located some 900 miles (1,450 kilometers) from the area where the plane is believed to have gone down. The Boeing 777 vanished for unknown reasons on March 8, 2014 en route from Kuala Lumpur to Beijing with 239 people aboard, mostly Chinese nationals. It remains one of the greatest mysteries in aviation history. The Malaysian government continues to maintain that it does not know what caused the incident. At the time Zaharie, an opposition supporter, came under scrutiny amid unsubstantiated reports that he was upset over a jail sentence handed to Malaysian opposition leader Anwar Ibrahim hours before the plane took off or was suicidal due to personal problems. But his family and friends strongly reject such claims as baseless. News of the simulated flight came the same day that Malaysia, Australia and China, the three nations leading the search, said that hope of finding the flight's final resting place is "fading" and that the massive hunt will be suspended if nothing turns up in the suspected crash zone. https://www.yahoo.com/news/mh370-pilot-flew-similar-doomed-route-home-simulator-071524259.html Back to Top MH370 mystery spurred efforts to improve aircraft tracking FILE - In this March 22, 2014 file photo, Sgt. Matthew Falanga on board a Royal Australian Air Force AP-3C Orion, search for the missing Malaysia Airlines flight MH370 in southern Indian Ocean, Australia. The hunt for Malaysia Airlines Flight 370 will be suspended once the current search area in the Indian Ocean has been completely scoured, the ministers of the three countries conducting the operation announced Friday, possibly ending all hopes of solving aviation's greatest mystery. (AP Photo/Rob Griffith, File) HONG KONG (AP) - As investigators prepare to wind down the Malaysia Airlines Flight MH370 search after more than two fruitless years, the airline industry is still working to raise safety standards to prevent another plane from going missing. The disappearance of the Boeing 777-200, which went missing March 8, 2014 with 239 people aboard, left families of the crew and passengers in limbo. The unsolved mystery also spurred airlines and aircraft makers to devise better ways to track flights, locate wreckage and retrieve data from flight data recorders, or "black boxes." Authorities said Friday that they'll suspend the hunt after they finish scouring more than 100,000 square kilometers (38,610 square miles) of seabed in the Indian Ocean later this year. Earlier this year, the International Civil Aviation Organization, spurred by MH370, moved to tighten up safety standards. ICAO, a United Nations agency that sets global aviation standards, approved a requirement for all airlines flying over open ocean to report their position every 15 minutes, which will take effect November 2018. Until now, pilots have typically done this every half hour. In another move that could help searchers locate crashes, planes in "distress" will have to automatically report their position and other critical information at least every minute. However, only planes built on or after Jan. 1, 2021 will be required to have this capability. Minute-by-minute reports would help searchers zero in on a search area of about 100 square miles (260 square kilometers). The agency also strengthened standards for the flight data recorders that investigators use to piece together what has happened in aviation disasters. Beginning in 2018, the ICAO will require that flight data recorders be equipped with underwater locator beacons that can last at least 90 days. MH370's beacon was designed to last 30 days. The agency will also require new aircraft designs approved as of 2021 to include a way to retrieve the recorders or their information before they sink to the seabed. One possibility is an ejection system, another is relaying the data via satellite to ground stations. But deployment of such new systems could take a decade because of the lag between aircraft designs and certifications. As for Malaysia Airlines, the disaster forced it to carry out a sweeping restructuring that analysts said was needed to keep the state-owned carrier afloat after it was shunned by travelers and teetering on the brink of bankruptcy. A new CEO, Christoph Mueller, cut unprofitable routes, grounded jets and axed 6,000 workers from Malaysia's bloated workforce in a $1.7 billion overhaul that helped the company turn a monthly profit in February, it's first in years. But in a sign of lingering turmoil at the company, Mueller abruptly resigned in April. http://siouxcityjournal.com/business/mh-mystery-spurred-efforts-to-improve-aircraft- tracking/article_c3ba709c-3f1e-5f31-9ab2-50dcb331e87d.html Back to Top Malaysia Airlines settles damages with most MH17 families Families of 170 passengers get undisclosed amount (CNN) - Malaysia Airlines has settled damages with the families of most of the passengers killed on flight MH17, said Veera Mewa, an attorney representing some of the families MH17 was flying from Amsterdam to Malaysia when it was shot down on July 17, 2014, over Ukrainian territory controlled by pro-Russian separatists. All 298 people on board died in the crash. Lawyers representing the families of 170 MH17 passengers reached the deal with the airline for an undisclosed amount, Mewa told CNN. He could not provide details, citing a confidentiality agreement between the airline and the families. Lawyers representing a smaller group of families are still negotiating with Malaysia Airlines over a settlement, Mewa said. The airline issued a statement saying it "will not be commenting on matters of compensation as these are confidential and will not be disclosed to any person other than the relevant family members and the parties' legal advisers." MH17 went down in a heavily militarized area of eastern Ukraine. Several Western nations and the Ukrainian government have accused pro-Russian separatists operating in the region of shooting down the plane with a missile. Rebel leaders and the Russian government have repeatedly disputed those allegations, and have suggested instead that Ukrainian forces shot the plane down with either a surface-to-air missile or one of their own fighter jets. Authorities are still searching the Indian Ocean for another Malaysia Airlines aircraft. MH370 disappeared without a trace on March 8, 2014, during a trip from Kuala Lumpur to Beijing with 239 passengers and crew on board. A number of pieces of debris confirmed to be from -- or thought highly likely to be from -- MH370 have been discovered around the Indian Ocean in the past year, including a flaperon encrusted with barnacles discovered on Reunion Island. Dozens of relatives of the 239 passengers and crew members who were on the flight have already collected compensation, according to Malaysia Airlines. But others have been struggling with the legal and emotional complexities surrounding the mysterious loss of the plane. And some are accusing the company of trying to dodge responsibility. Lawyers say that without a definite answer to the mystery, and no bodies to bury, it is difficult for the families to move on with compensation claims. http://www.local10.com/news/malaysia-airlines-settles-damages-with-most-mh17-families Back to Top Search for missing Indian air force jet intensifies, hindered by bad weather India Defense Minister Manohar Parrikar personally observed military operations as the search for the missing military transport plane, similar to the one seen here, with 29 people aboard intensified. The Navy deployed a submarine to search for the underwater signals from the plane's beacon locator in addition to several planes and ships. CHENNAI, India, July 23 (UPI) -- India Defense Minister Manohar Parrikar joined an armed forces operation in Chennai as the search by air and land for the missing military transport plane with 29 people aboard intensified. Parrikar was briefed on the operation by the country's navy, air force and coast guard and monitored the search and rescue operations being conducted in the Bay of Bengal from onboard a P-81 aircraft which took off from Arakkonam Naval. "Visited Arakkonam today to monitor search ops for IAF AN 32. Max resources in use by IAF, Navy, Coast Guard in difficult weather conditions," Parrikar tweeted. The missing aircraft, which departed from Tambaram 8:30 a.m. Friday for a three-hour flight to Port Blair, lost contact 16 minutes after takeoff. According to NDTV, the plane may have plunged rapidly from an altitude of 23,000 feet. The 29 passengers on the plane included six crew members, eight civilians, 11 air force personnel, two army soldiers, one navy soldier and a coast guard member. The Navy has sent a submarine, five surveillance aircraft including a Dornier and at least 13 ships to search for the missing ship and its personnel. The submarine is expected to track underwater signals from the plane's beacon locator, which activates in the event of a crash. "All efforts are being made to trace the missing plane and the service personnel on board," Parrikar said. http://www.upi.com/Top_News/World-News/2016/07/23/Search-for-missing-Indian-air-force-jet- intensifies-hindered-by-bad-weather/7581469298079/ ******************* Status: Preliminary Date: Friday 22 July 2016 Type: Antonov 32 Operator: Indian Air Force - IAF Registration: K-2743 C/n / msn: 0809 ? First flight: 1986 Crew: Fatalities: / Occupants: 6 Passengers: Fatalities: / Occupants: 23 Total: Fatalities: / Occupants: 29 Airplane damage: Missing Airplane fate: Presumed damaged beyond repair Location: ca 280 km E off Chennai [Bay of Bengal] ( Indian Ocean) Phase: En route (ENR) Nature: Military Departure airport: Tambaram Air Base (VOTX), India Destination airport: Port Blair Airport (IXZ/VOPB), India Narrative: An Antonov 32 transport plane of the Indian Air Force went missing over the Bay of Bengal during a flight from Tambaram Air Base near Chennai to Port Blair on South Andaman Island, India. The aircraft took off from Tambaram at 08:30 and was expected to arrive at Port blair at 11:30. The aircraft was last detected on radar 151 nautical miles (280 km) east of Chennai, making a left turn with a rapid loss of height from 23,000 ft, according to the Defence Ministry. https://aviation-safety.net/database/record.php?id=20160722-0 Back to Top Incident: Hawaiian A332 near Seattle on Jul 24th 2016, cracked windshield A Hawaiian Airlines Airbus A330-200, registration N382HA performing flight HA-21 from Seattle,WA to Honolulu,HI (USA), was enroute at FL350 about 500nm southwest of Seattle when the crew decided to return to Seattle due to a problem with the windshield heating. The aircraft landed safely back in Seattle about 70 minutes later. A passenger reported the crew announced a problem with the windshield heating, consulted with dispatch and maintenance, they were returning to Seattle. After landing it emerged, that the windshield needs to be replaced due to being cracked. A number of passengers were rebooked onto other flights. The flight is now estimated to depart with a delay of 14 hours. http://avherald.com/h?article=49ba1ae6&opt=0 Back to Top United Airlines To Remind All Its Flight Attendants Of FAA Kid Seat Requirement By: John Goglia CONTRIBUTOR A new United Airlines Boeing 787-9 is shown during final configuration and maintenance work at Seattle- Tacoma International Airport, Tuesday, Jan. 26, 2016, in Seattle. (AP Photo/Ted S. Warren) Kudos to United Airlines for taking an unfortunate incident on one of its flights and turning it into a learning opportunity for its flight attendants. As I reported two weeks ago, complaints from passengers with children had started to come in to me just as the busy travel season was heating up. One of those complaints came from a mother (she asked that her identity not be disclosed publicly to protect her family's privacy) traveling with her young son on a United flight from Chicago to Atlanta this past June 18. In what she described as "the worst experience I have ever had a on a plane," she was prevented by a flight attendant from using a kid seat even though the seat was approved for aircraft use and she had bought and paid for a seat for her child. In addition to being prevented from using the seat - contrary to federal law - she was threatened with having to get off the plane and then told she "couldn't get off the plane because the door was shut" and was ordered to comply with what the flight crew told her. So her son ended up traveling without the extra safety protection of an aviation-approved kid seat. When she complained to United, she received an apology but also the disturbing statement "I can certainly understand your frustration at having read the FAA guidelines on child safety seats and then being told to do something different. Ultimately the rules are at the discretion of the captain and crew of the flight. You are certainly able to either deplane if you are in disagreement, however...[the crew] have the ability to make such decisions as the one you described." Of course, the kid seat rule is not a "guideline" but a federal requirement. And a flight crew does not have the ability to deviate from federal rules except in an emergency - and clearly there was no emergency here. So I contacted United to ask for its comment on the complaint and the response. To United's credit, it went back and looked into what occurred and why it happened. In this particular case, the mother was using a rear-facing child seat - which is perfectly legal and which federal law allows a parent to use - but United's manual contained information that might have been misunderstood by the crew. Rather than just re-train this one particular crew, a United spokesperson said the airline would be putting out a reminder in its monthly flight attendant bulletin on the FAA kid seat requirement, emphasizing that kid seats can be rear-facing. It's certainly disappointing and unfortunate that this incident occurred - and that similar incidents occur on other airlines all too frequently - but I was pleased to see United taking a pro-active approach by committing to reminding its crews of the FAA's kid seat requirements. Other airlines should take note. http://www.forbes.com/sites/johngoglia/2016/07/22/united-airlines-to-remind-all-its-flight-attendants-of- faa-kid-seat-requirement/#36af002e3ac8 Back to Top Revealing the "Sources" for Safety Information BY DR. BILL JOHNSON Readers of AMT and other FAA colleagues occasionally inquire about how I stay current on trends and news related to aviation maintenance and other aviation safety matters. I always take such questions as a compliment because I try hard to keep my "finger on the pulse" of current aviation maintenance news. This article offers a few categories and specifics of my "sources" most of which are readily available to you. The word "transparency" applies here. There are no secrets when it comes to safety. Select the Source! You must be careful of information overload. Readers must decide what is most important for them. Borrowing a term I learned from a former FAA Associate Administrator, Nick Sabatini, "... if everything is important then nothing is important." That means you must set a priority on where to obtain consistent, timely, and reliable information. Look for sources matched to your industry segment. For example, if you work in an MRO, look for the MRO info from organizations like the Aeronautical Repair Station Association (arsa.org) or the Aircraft Electronics Association (aea.net), and other industry groups. If you are a GA person you might watch Aircraft Owners and Pilots Association (aopa.org) or the National Business Aircraft Association (nbaa.org). You can get a mix of large and small aviation operations by signing up for the print and digital media at Aviation Pros (aviationpros.com) and receive daily information from AMT Magazine. Again, be selective about your sources. Then, read them daily, weekly, or monthly. The Internet is our Information Friend? It's all there. Just open a browser and go. The last time I searched "aviation maintenance" I had 13 million hits on Goggle. "Human factors" gave 21.6 million hits. Obviously, you must be selective regarding information from the web. Not only is the web comprehensive, it is also low cost. Low cost usually means that you must do a lot of the work to find the precise information that you want and need. When maintenance and human factors is a primary concern then I recommend the FAA website (humanfactorsinfo.com). That URL takes you to the FAA maintenance human factors website, which has a 20+ year legacy of FAA and other maintenance human factors documents. Humanfactorsinfo.com is only one example of an FAA website. The public FAA homepage is faa.gov. That site provides you with most of the same information that FAAers use. It also has a means for you to enroll in an email system to keep you abreast of a variety of government and commercial aviation safety news. The Curt Lewis & Associates website (curt-lewis.com) is a comprehensive information source. The site permits you to sign up for the daily aviation safety email push. The system uses something called a "crawler" that reads and combines news from around the web. The Curt Lewis emails provide access to newspapers, magazines, websites, and other sources of aviation safety information. It is a "must-have" information source. SKYbrary (Skybrary.aero) is an international site that has the goal of being "a single point of reference for aviation safety knowledge." It also has an email push for you to receive immediate information targeted to your interests. When one makes lists, as provided in this article, it is impossible to cover everything. There are many free databases that permit you to "mine" for the information specific to your interests and requirements. Many are easy to navigate including, but not limited to: the National Transportation Safety Board (ntsb.gov); the NASA Aviation Safety Reporting System (asrs.arc.nasa.gov); or the Bureau of Transportation Statistics (rita.dot.gov/bts/home). Excellent Industry Print Sources I appreciate the low and no-cost magazines targeted to industry personnel, including you. Of course, AMT Magazine is one of those. Its advertisers want you to have the information so everyone wins when you subscribe. Other sample trade magazines on my list include Airport Business, Ground Support Worldwide, Civil Aviation Training Magazine, and other great industry publications. I like these magazines because they are very up-to-date. The publication time is extremely fast, meaning that you are usually reading articles that were written in the past 30 days. These magazines are targeted to the specific industry segment and usually offer very applied advice. These are not usually "theory" magazines written by and for Ph.D.s (not counting me). In addition to maintenance and human factors I am always interested in training. The Civil Aviation Training Magazine, by Halldale Publishing, keeps me abreast about training for all aspects of aviation. I must admit that my feline-loving spouse was particularly proud when I wrote articles for CAT Magazine. More Print and Media Sources (Credit Card Required) My position demands that I have as much current information as possible. For that reason I personally subscribe to print and media sources like Aviation Week and Space Technology (AviatonWeek.com/awst). I have read AvWeek, without interruption, for over 35 years. The Aviation Week site offers a subscription only Aviation Week Intelligence Network and also Aviation Daily. FAA is a corporate subscriber to many of these services. Aviation Week has a print and media product dedicated to MRO, named Inside MRO (aviationweek.com/inside-mro). Another excellent paid source is Flight International (flightglobal.com). This magazine, as you would expect, has a broad international range of topics and a variety of additional print and digital information products. CLICK HERE FOR MORE INFORMATION Generally speaking, the paid subscription magazines have less advertising than the free ones. Their ads are geared to buyers of airliners, engines, or avionics. I like the advertisements, for large as well as small products and services. It shows me how MROs differentiate themselves or how air framer and powerplant manufacturers compare their new products. If you want to avoid all advertising then try government publications. For example, the FAA publishes a very nice glossy color magazine. The FAA Safety Briefing is available from the U.S. Government Bookstore (bookstore.gpo.gov/products/sku/869-084-00000-0). It can be downloaded (free) from the FAA website (www.faa.gov/news/safety_briefing). I like the magazine because it always has a timely and relevant message from a key FAA executive, usually the Director of the Flight Standards Service. It is an applied magazine with news and advice to pilots as well as aircraft maintenance technicians. Information from Industry Groups and Professional Societies Industry trade associations and professional societies can keep you updated on safety. The magazines and websites, like the Aeronautical Repair Station Association (ARSA) or the Aircraft Electronics Association (AEA) are excellent. Such memberships are generally aimed at your employers but individuals can join at reduced rates. They also provide information, like the Avionics News from AEA, that can be downloaded to non-members. I belong to groups like Flight Safety Foundation (flightsafety.org); the Human Factors and Ergonomics Society (HFES.org), the Royal Aeronautical Society (aerosociety.com), the International Society of Air Safety Investigators (ISASI.org), and the Aircraft Owners and Pilot's Association. The combination of information from these organizations helps ensure that I know what's going on in safety. And Follow the Procedures from the Manufacturers and Your Company It would be remiss not to mention the No. 1 cause of events/incident. That is: "Failure to Follow Procedures." I have never seen an accident report that said the operator or maintainer did not look at enough websites or read enough professional aviation magazines. To ensure continuing safety and efficiency use the manuals, work cards, and checklists. Be sure the information is current. As far as you being current, Dr. Bill suggests that you borrow some of his sources. Other Information Sources - Be Careful Again, you must consider your information source. You should understand the culture and context before you follow the advice. One pilot told me that his mother (or father) told him that when he went to work that he should be careful and not "fly too fast or too high." That may be good advice but too slow and too low is another problem. A human factors presenter told me that his "Broadway" uncle told him to "break a leg" at his next speech. He jumped off the stage and end up with a fracture. Be sure that you understand the colloquialisms! http://www.aviationpros.com/article/12220437/revealing-the-sources-for-safety-information Back to Top Cabin Safeguards A flight attendant's roles are many, but minimizing risk is foremost Business & Commercial Aviation Everyone is confronted by hazards every day - in their commute to work, the food they consume, the tools they employ and, in some places, the very air they breathe. Hazards form the foundation of risk management. In order to reduce risk to a level as low as reasonably practicable, potential hazards must be identified and then reported, discussed, analyzed and, ultimately, mitigated. These fundamentals can be applied to almost all human activity, and that most assuredly includes managing the business within a business aircraft cabin. Hazard Identification The International Civil Aviation Organization (ICAO) defines the term "hazard" as a "condition or object with the potential of causing injuries to personnel, damage to equipment or structures, loss of material or reduction of ability to perform a prescribed function." Penny Stockdale, manager of cabin services for Jet Aviation, says her company's Safety Management System (SMS) is so inclusive that questions about risk aversion and safety are part of the interview process for potential flight attendants. "Our indoctrination process covers how to fill out a hazard report and how to submit it," she explains. In addition, she notes, "We've included a card in the employee identification badge packet that reminds each employee what to do if a hazard is discovered, how to report it, and the hotline number to call if a computer is not available." Pat Cunningham, director of aviation at PepsiCo Inc., began his business aviation career as a maintenance technician. Early on, he was a flight technician on board company aircraft to provide maintenance support as well as cabin service. He recalls one unusual hazard identified and mitigated: "During inclement weather we make it a practice at home base to position the nose of a returning aircraft into the hangar just past the main entrance door, allowing passengers to deplane without getting wet. Several arrivals into this practice, one of our captains descended the airstair door and lost his footing on the hangar floor. A wet spot forming just beyond the door when it lowered caused the slip. We subsequently instituted a policy that no one may descend the airstair door until a technician has placed a rubberized mat on the hangar floor in front of the stairs." Another hazard discovered and rectified involved the flight technicians, a role once served by Cunningham. "Our flight techs would fly a trip and due to a discrepancy arising, work hours past the arrival in order to have the aircraft ready to fly the next day," he recalls. "It was noted that fatigue was becoming an issue with our flight technicians and we limited the requirement, especially upon return to home base, for their contribution to post-flight maintenance." Today, PepsiCo's flight technicians fall under the same fatigue management guidelines as applies to its pilots. People are the No. 1 source of hazard identification during the normal conduct of work. Two examples of systemic, procedural hazards that could negatively impact passengers in flight: The hangar ice machine does not have a schedule for periodic cleaning and the ice scoop is typically stowed on top of the ice when not in use; and catering ordered at an intermediate stopover is delivered to the aircraft by the FBO's lavatory service cart driver. While NTSB reports abound with cockpit crew errors, there's plenty that can go wrong in that comfortable, well-appointed and welcoming cabin in back. And that's why there's a crewmember assigned to oversee activity there. The primary role of a flight attendant is to provide aid to any passenger in distress, and, if necessary, manage the passengers' evacuation from the aircraft in an emergency. Beyond that, hazards abound within the confines of a business aircraft cabin. Potential issues might lead to a spill, slip, trip, burn, bump, tear, mark in a side panel or overhead, pinched finger incurred when trying to incorrectly deploy a tray table or recline a chair, or incorrect use of emergency equipment when needed. Susan Friedenberg, a veteran contract flight attendant and trainer, advises, "Pilots use checklists, so should we." The primary role of a flight attendant is to provide aid to any passenger in distress, and, if necessary, manage the passengers' evacuation from the aircraft in an emergency. One of those lists should include cold weather problems. Notes Friedenberg, "In many older aircraft, the water system must be purged prior to securing the aircraft overnight. Flight attendants should have a checklist to remind them to close the faucet controls following a purge in order to prevent inadvertent overflows during servicing in preparation for the next departure." Such checklist items not only recognize potential hazards but are often the byproduct of hard experience. Experience is certainly helpful when managing different equipment and procedures within the cabins of various large business jets, and that can be a particular challenge for contract flight attendants working an aircraft for the first time. I well remember an incident aboard a colleague's Gulfstream IV when a veteran contract flight attendant placed several tinfoil containers into the galley's high-temp oven just before takeoff. The container lids had paper on top upon which the caterer could note the contents within. Unfortunately, the oven's high temperature caused the exposed paper to burn and the Gulfstream pilots had to execute an emergency return shortly after takeoff due to smoke in the cabin. Training Louisa Fisher, cabin safety program manager at FlightSafety International's Savannah Learning Center, says that even though she's been conducting cabin safety instruction for 17 years, "I learn something about hazards and risk during each class." "It's been wonderful to observe and participate in the growth of crew resource management as it relates to the entire flight crew," she adds, noting, "Flight attendant participation in hazard identification and situational awareness is what safety is all about." And she observes that "Interaction and communication [among all crewmembers] allow a 'whole team' concept to better serve the needs and the safety of our passengers." She reports training some 1,700 individuals every year, including a large number of pilots who attend FlightSafety's one-day course in cabin emergency procedures. She notes that the overall instruction "is continually augmented to include fascinating insights from previous attendees, real-life experiences relating to cabin safety." https://www.flightsafety.com/fs_service_aviation_training_role.php?div=3... Elaine Lapotosky, director of operations at Jet Professionals and chair of the NBAA Flight Attendant Committee, notes that her company has partnered with FlightSafety to provide flight attendant training at a discounted rate and that independent cabin crewmembers working through Jet Professionals can cover that expense via deductions from their wages. Processing Risks Once a hazard has been identified and reported, the process within the flight department's SMS comes into play. This process should allow everyone within the organization to participate. However, a contract flight attendant may be reluctant to report a hazard for fear of being deemed a critic of the flight operation and its permanent employees and not being hired again. However, since cabin hazards, especially those encountered in flight with passengers aboard, are typically beyond the purview of the pilots up front, the reluctance to report seems unjustified. Hazards involving food and potable water on and off an aircraft are many and varied. The International Standard for Business Aircraft Handling (IS-BAH), Amendment 2, Section 7.4, "Food Hygiene and Storage of Consumables," addresses the subject - one that should be foremost on the minds of flight attendants and pilots when ordering, transporting and placing consumables on board a business aircraft: 7.4.1: Caterers should be properly licensed, insured and demonstrate compliance with appropriate food regulations. 7.4.2: FBOs must maintain and manage procedures utilized in the sourcing and handling of potable water and ice. 7.4.3: Refrigeration of catering/food available for placement on an aircraft must be stored separately from food items that have been offloaded from other aircraft. 7.4.4: The FBO must have a formal procedure for proper cleaning, storage and handling of dishes, silverware and food containers. Making Notes Pat Bennett, a highly experienced flight attendant based in Seattle, says that during a typical year she might serve aboard five or six different types of business jets with various sized cabins and whose emergency equipment, ovens, entertainment systems and storage areas are dissimilar. "The only way I have found to keep it all straight," she says, "is to catalogue each aircraft and make detailed notations." Accurate notations and records seem to be a theme with cabin crewmembers. After all, they can provide guidance and caution when such resources are otherwise unavailable. For, as Friedenberg notes, "When you work a business aircraft, you are essentially alone. The flight crews are great, but they have their responsibilities and you have yours." Again, the primary role of a flight attendant is to provide passengers with a safe and secure environment. To do that requires vigilance, competence, systems knowledge and proven ability. In a word: professionalism. And if all that can be accompanied with a warm welcome and a smile, it's likely to be a good trip. www.aviationweek.com Back to Top EASA underlines cockpit-occupancy considerations European safety regulators have reinforced guidance to carriers over minimum cockpit occupancy, listing various operational aspects which should be considered during risk assessment. Operators examining the risks of having a single pilot remaining alone in the cockpit should take into account employment stability and the turnover rate of flight crews, in addition to their psychological screening and support programmes, says the European Aviation Safety Agency. In a revised safety bulletin EASA says there are currently "no indications" that introducing a two-person minimum cockpit occupancy rule - whereby a designated crew member enters the cockpit if one of the pilots needs to leave temporarily - would outweigh the risk of a pilot being deliberately locked out. EASA says operators should ensure that the designated crew member's role is "clearly defined", noting that their primary task is to open the secure cockpit door when the absent pilot returns. Its guidance also points out that only suitably-qualified crew members should be permitted to sit at the aircraft's controls, and that safety and security procedures should be established for the designated member's entry, exit and presence in the cockpit. www.flightglobal.com Back to Top Wave of prospective drone pilots expected to seek out regional testing centers in coming months A sign placed June 11 gives notice to those passing near a Northeast UAS Unit training session at the Oakville Prairie research site near Emerado, N.D. Photo by Brandi Jewett/Grand Forks Herald. GRAND FORKS, N.D.-Come Aug. 29, the Federal Aviation Administration testing center at the University of North Dakota is expected to get a little busier. That date marks the day when federal regulations go into effect for commercial and government operators of unmanned aircraft systems, also known as drones. Under the new rules, those wanting to pilot these aircraft will need to obtain a remote pilot certificate by passing an aviation knowledge test. The UND testing center is one of three sites in the state where prospective UAS pilots can take the exam. "We've had people starting to inquire so I have a feeling we're going to start getting busy," FAA Testing Center supervisor Gail O'Connell said. "We anticipate that-at least in the beginning-there's going to be a pretty high volume." The center has received calls from the curious but cannot start making appointments for test takers until about a week before Aug. 29. The other North Dakota centers are at the Fargo Jet Center in Fargo and at Pietsch Aircraft Restoration and Repair in Minot. In Minnesota, the nearest testing center to the Grand Forks area is at Northland Community and Technical College in Thief River Falls. Passing the knowledge exam is just one requirement of becoming an drone pilot under the new regulations, known as Part 107. Individuals must be at least 16 years old, be able to read, write, speak and understand English and be mentally and physically fit enough to operate the aircraft-though no medical exam is required. The test costs $150 and takers are given two hours to complete it. A government ID also must be brought to the test appointment. Test process For those seeking the certificate, they can study for the exam on their own or utilize training programs offered by various companies, with some courses costing as much as $300. There are free options, including an online introduction course offered by the FAA. That course is geared toward those holding pilot licenses, though the agency encourages anyone with interest in becoming a drone pilot to take it. The FAA estimates about 20 hours of preparation is required for the aviation knowledge test, which needs to be passed with at least 70 percent of the questions answered correctly. Areas of knowledge on the exam include regulations, emergency procedures, airport operations and preflight inspections. If an individual successfully passes their test, they can apply for a temporary pilot certificate after 48 hours. After the applicant clears a free background check conducted through the Transportation Security Administration, a temporary certificate will be issued. Once all processing is complete, a permanent certificate will be sent by mail. The expected wait time for a permanent certificate is expected to be around six to eight weeks. The certificate is good for two years. At the time of its expiration, its holder will need to complete another knowledge test or online training course, depending on if they already hold a pilot's license for manned aircraft. Those flying drones recreationally are not required to take a knowledge test but are asked to follow federal safety regulations established for model aircraft. Where to take the test Fargo: The Fargo Jet Center, 3802 N. 20th St, (701) 235-3600 Grand Forks: Ryan Hall, 4251 University Ave., (701) 777-2880. Minot: Pietsch Aircraft Restoration and Repair, 2216 N. Broadway, (701) 852-4092 Thief River Falls: Northland Community and Technical College, 13892 Airport Drive, (218) 683-8802. http://www.inforum.com/news/4080191-wave-prospective-drone-pilots-expected-seek-out-regional- testing-centers-coming-months Back to Top NEXT GENERATION ECLIPSE JET ANNOUNCED Faster, higher, farther describe the main attributes of the next generation of Eclipse jet, announced July 21. One Aviation CEO Alan Klapmeier said that for the past year the company has been working on ways to improve the light jet. "We kept asking ourselves how can we get the most significant increase in value for the minimum increase in cost." New Eclipse model from One Aviation The result is "Project Canada," company code for the project, as the new model does not yet have a name. Klapmeier insists the name is made up and has no significance, even though the engines are manufactured by Pratt & Whitney Canada. Klapmeier, co-founder of Cirrus Aircraft, is himself relatively new to flying turbine airplanes. He has been flying an Eclipse 550 for the past year since he orchestrated the merger of Eclipse Aerospace with Kestrel Aircraft in the spring of 2015 to form One Aviation. Among his desires has been an increase in range for the 550, which, depending on the source, has a range of 1,025 nautical miles to 1,100 nm. The new model will have a range at maximum cruise speed of 1,400 nm with NBAA IFR reserves. To carry the extra 70 gallons of fuel for the extra range, each wing will be lengthened by 28 inches at the root. One Aviation has 70 shipsets of wings on the shelf, which it plans to modify with an inboard cuff. The change also means the removal of the external wing tip tanks, added to the Eclipse 500 in its early development.Replacing the wing tip tanks are slightly upswept wing tips. IS&S suite currently in the Eclipse 550 light jet. Photo by Mike Fizer.Of course, that extra wing structure and fuel means more weight, requiring a jump in maximum takeoff weight from about 6,000 pounds to about 6,800 pounds. To carry that additional weight while improving overall performance, the Pratt & Whitney PW600 engines will be replaced by PW615s, similar to those on the Cessna Mustang, a somewhat larger aircraft. The result of increasing the thrust from 900 pounds to 1,170 pounds, according to Klapmeier, is much better hot and higher performance, as well as improved climb, especially at higher altitudes. Climb rate at FL410, for example, nearly doubles. The new model will be certified for a maximum altitude of 43,000 feet, 2,000 feet higher than the 550. Maximum cruise speed is expected to increase from the current 375 knots to around 385 knots, according to Klapmeier. As a result of the greater weight and performance, the horizontal stabilizer will be lengthened as well. The engines, which currently have zero cant to their thrust line, will be canted 5 degrees out, slightly reducing drag near the forward edge of the nacelle. The resulting cant inward at the aft end of the nacelles will preserve the airplane's centerline thrust handling while accommodating the higher thrust. Garmin G3000. Image courtesy of Garmin.Another significant change is that the Garmin G3000 cockpit suite will be standard on the new model. The current IS&S cockpit will be an option. "We'll let the market decide," said Klapmeier. The unusual IS&S suite, while capable, is quite different in operating philosophy than most other integrated avionics systems, which has been off-putting to some customers, especially those moving up from Garmin-equipped models. An extra window in the baggage compartment helps brighten the cabin, according to Klapmeier. The cabin will get upgraded features, fabrics, and seat structures. The higher maximum weight not only allows for more fuel, but also for more loading flexibility. For a 1,000-nm trip, for example, the new model will be able to carry an extra 350 pounds of payload compared to the 550. Or carrying a pilot and 600 pounds of payload, the new model will fly nearly 360 nm farther. Klapmeier expects certification to be completed by early 2018. The new model will be priced at $3.495 million, up from the 550's typically equipped price of $3.265 million. However, for those who place in escrow a $100,000 deposit on a Canada model in the next few weeks, and buy an Eclipse 550 now to fly in the interim, One Aviation will buy the 550 price back at the delivered price once the new model is available. And, in case you're wondering, the upgrades to the new model are not retrofittable to the earlier models, according to Klapmeier. https://www.aopa.org/news-and-media/all-news/2016/july/21/next-generation-eclipse-jet-announced Back to Top Yingling tweaks Ascend 172 remanufactured airplane program Wichita fixed-base operator will display enhanced Ascend 172 at next week's AirVenture show in Oshkosh Yingling Aviation will bring this Ascend 172 to Oshkosh next week to show the expanded options it will offer going forward with its remanufactured Cessna 172 program. Yingling Aviation will bring this Ascend 172 to Oshkosh next week to show the expanded options it will offer going forward with its remanufactured Cessna 172 program. Yingling Aviation Courtesy photo Yingling Aviation will unveil an updated version of its Ascend 172 remanufactured aircraft program at next week's Experimental Aircraft Association AirVenture show in Oshkosh, Wis. The fixed-base operator at Wichita Eisenhower National Airport has tweaked its program of completely restoring pre-owned Cessna 172 single, piston-engine airplanes. It announced the program a year ago at Oshkosh. The enhanced Ascend 172 offers upgraded avionics including glass panels such as Garmin's G500, a new tri-color paint scheme and higher horsepower engines. Yingling officials said last year's rollout of the Ascend 172 has helped the company learn more about what flight schools and flying clubs want in their airplanes. "That's why we've configured this 2016 Ascend 172 the way we have - to more specifically and effectively meet their needs," Yingling CEO Lynn Nichols said in a news release. Yingling officials said the enhancements will increase the price of a base Ascend 172, which is about $160,000, but an exact price hasn't been set. The enhanced Ascend 172 "expands the market even further and expands the appeal of the airplane," Jerry Pickett, Yingling's vice president of customer programs, said Friday. A fully optioned Ascend 172 will be on display at Oshkosh, Pickett said. http://www.kansas.com/news/business/aviation/air-capital-insider/article91266487.html#storylink=cpy Back to Top Airbus A350 deliveries deferred by American Airlines American Airlines said it would defer deliveries delivery of 22 wide-body Airbus A350 aircraft to spread out more than US$1 billion in spending, as its second-quarter profit fell 44 per cent from a year ago, to $950 million. The airline reached an agreement with Airbus to take A350 XWB aircraft from late 2018 through 2022, deferring each plane's arrival by an average of 26 months. American previously was to get the first A350 in spring 2018, it said at the weekend. The move will save American $500m next year and $700m in 2018 as some investors are questioning its use of debt to finance new planes. It also gives the carrier more flexibility in how to use its fleet, said the president Scott Kirby. "All these aircraft were scheduled to be replacements for existing aircraft," he said. "We can extend some of the leases longer to keep flying and keep the existing plans in place or, given a weak international environment, pull back on what our growth plans otherwise would have been." With the deferrals, American's capital spending on planes will peak this year along with its net debt, said the chief financial officer Derek Kerr. The carrier will pay $4.4bn for aircraft this year, $4bn in 2017 and more than $2bn in each of 2018, 2019 and 2020, he said. "That's a clear positive," said Joseph DeNardi, an analyst at Stifel Financial. "They don't need the planes and they are trying to lower their capex profile." Reduced spending because of the delayed A350 deliveries will provide a lift to free cash flow after the airline's "aggressive" fleet renewal programme and share repurchases boosted total debt, Mark Streeter, an analyst at JPMorgan, said in a note. Adjusted second-quarter earnings fell to $1bn. Revenue fell 4.3 per cent to $10.4bn, the company said. American expects revenue from each seat flown a mile, a key industry metric that reflects fares and demand, to fall 3.5 per cent to 5.5 per cent this quarter from a year earlier. So-called unit revenue has been down for more than a year, although Mr Kirby said he expects the measure to improve. "We're looking forward to getting back to growing" that benchmark financial gauge, he said. The carrier also sees a pretax profit margin, excluding special items, of 12 per cent to 14 per cent this quarter. American said this month it would cut growth plans by 0.5 percentage point, to 2 per cent, for 2016. Delta Air Lines and United Continental have also announced capacity reductions since last year. Like other airlines, American is making money but seeing its profit trimmed by lower average fares, the soft global economy, and the strong dollar, which hurts sales overseas. The Fort Worth-based company argued that the results were skewed because it made a $543m provision for income taxes while it paid no taxes a year ago. While jet fuel prices levelled off this year, they are still far lower than a year ago. American saved $530m on fuel, or about 25 per cent, when including fuel it buys for carriers that operate its American Eagle flights. Labour costs rose $306m, or 13 per cent, and again eclipsed fuel as American's largest single expense. American Airlines shares have fallen 17 per cent since the beginning of the year. The stock has dropped 15 per cent in the last 12 months. http://www.thenational.ae/business/aviation/airbus-a350-deliveries-deferred-by-american-airlines Back to Top As Global Demand Slows, Airlines Defer Widebody Jet Orders American Airlines will defer some of its A350s to reduce upcoming capital costs. There are some signs demand for widebody aircraft has slowed. Remy de la Mauviniere / Associated Press It may seem hard to believe, but analog technologies like walkie-talkies, pagers, and even pen and paper are still the norm for many hotel employee communications. Airlines tend to follow each other, so expect more carriers to defer orders for big jets in the near future. - Brian Sumers American Airlines's decision to postpone delivery of nearly two dozen of Airbus Group SE's sleek, fuel- efficient A350 jetliners amplifies concerns that demand is sagging for international air travel and large new aircraft. Wide-body sales have stalled this year as inexpensive fuel and a glut of readily available used jets diminishes airlines' need to upgrade their fleets. Airbus and Boeing Co. notched few orders of twin-aisle planes at last week's Farnborough Air Show in the U.K. Boeing's 777 jetliners and Airbus's A380 superjumbo were shut out altogether. American said Friday it would take 22 of the Airbus planes an average of 26 months later than planned as it reins in capital spending. The world's largest carrier - with an influence that ripples through the industry - is the third major U.S. airline this year to delay new aircraft deliveries in favor of older models in an effort to tamp down costs or capacity. "It's an indication that airlines are almost certainly going into a cyclical downturn," said Sash Tusa, an analyst at Agency Partners who recommends selling shares of Airbus and A350 engine-provider Rolls- Royce Holdings Plc. "U.S. airlines have been by far the most profitable part of the global airline market, and if U.S. airlines are now starting to defer capacity, that doesn't send a positive signal across the rest of the industry." Airbus dropped 1.2 percent to 51.40 euros, while Rolls Royce Holdings Plc, the sole engine maker for the A350, slid 3.2 percent to 721 pence. Boeing, which shares a twin-aisle duopoly with Airbus, fell slightly. Slower Growth "We look forward to delivering the A350 to American when it will begin providing an excellent platform for the airline to serve its passengers," Airbus said by e-mail. Both planemakers have amassed record order backlogs amid the longest-ever aerospace buying spree. But as airlines cautiously evaluate fleet needs amid rising economic and political turmoil that threaten air- travel demand, order deferrals are creeping up. American, Delta Air Lines Inc. and United Continental Holdings Inc. have announced plans to slow growth on sagging international travel that's placing pressure on fares. Southwest Airlines Co. last month postponed delivery of 67 Boeing 737 Max 8 aircraft by as many as six years, pushing $1.9 billion in spending on planes into the next decade. 'Southwest Contagion' "The problem is, of course, that this type of move tends to become a trend because it's a reaction to market forces that everybody is feeling," said Richard Aboulafia, an aerospace analyst at Teal Group. "We were hoping the Southwest contagion wouldn't spread." American's deferral mirrors a shift earlier this year by Delta. The second-largest U.S. airline said in May it would postpone four A350s to 2019 and 2020 from deliveries originally slated to begin in 2018. Fleet Flexibility Airbus has been battling tardy deliveries of cabin equipment as it works to meet a goal of delivering 50 of the aircraft this year. Rolls-Royce Chief Executive Officer Warren East told reporters at Farnborough that the engine maker is managing the ramp up of its Trent XWB turbines to preserve cash in case the European planemaker misses that target. American's deal with Airbus to defer receipt of the planes will reduce the carrier's capital spending by $500 million next year and $700 million in 2018. "It really gives us flexibility," Scott Kirby, president of Fort Worth, Texas-based American Airlines Group Inc., said on a conference call. "All these were going to be replacement aircraft for existing aircraft, so we can extend some leases longer to keep our existing planes flying and our growth plans in place. Or, given the weak international environment, we can keep those retirements in place and pull back growth plans." American delayed delivery of five Dreamliners last year. The airline told employees in May it would speed the retirement of some of its Boeing 767s and all of its Embraer E190 regional jets. The carrier's A350s were expected to replace aging Airbus A330-300 aircraft that American had decided to retire. Airlines are tightening belts out of concern "that last year's oil windfall was a one-off" event, Aboulafia said. "Cutting spending and reducing new jet intake is one of the only other levers they control in any kind of downturn." https://skift.com/2016/07/24/as-global-demand-slows-airlines-defer-widebody-jet-orders/ Back to Top Malaysia Airlines may announce Boeing order this week: report A Malaysia Airlines plane is refuelled at Kuala Lumpur International Airport in Sepang, Malaysia, March 2, 2016. Malaysia Airlines may announce a plane order of Boeing B737 MAX jets as early as Wednesday, Business Times reported, as the airline eyes a fleet expansion by adding long-range narrowbody aircraft. The paper said on Monday Malaysia's national carrier may place a plane order that could be up to half the size of a similar deal by Vietjet Air, which purchased 100 Boeing 737 MAX 200 worth $11.3 billion at list price in May. Malaysia Airlines declined to comment on the report but the airline's Chief Executive, Peter Bellew, told the paper that the airline was talking to Boeing, Airbus and Bombardier. "News should be confirmed next week. (We are) looking at new and second-hand lease or buying the aircraft," he was quoted telling the paper on Friday. The airline has called a press conference on Wednesday. Malaysia Airlines, which is owned by state-fund Khazanah Nasional Bhd [KHAZA.UL], has 56 Boeing 737s which have an average age of 4.1 years according to airfleet.net. There have been suggestions in the industry that Malaysia Airlines is likely to look to replace some of these aircraft post-2020 as part of the airline's new strategy to serve more Asian routes out of Malaysia. Malaysia Airlines, which is still trying to recover from two disasters suffered in 2014 - the disappearance of flight MH370 and the shooting down of flight MH17 over eastern Ukraine - could obtain the aircraft on lease to help it conserve cash, analysts have said. http://www.reuters.com/article/us-malaysia-airline-orders-boeing-idUSKCN1050CW Back to Top China Rolls out World's Largest Amphibious Aircraft In this Saturday, July 23, 2016 photo released by Xinhua News Agency, the Amphibious aircraft AG600 rolls off a production line in Zhuhai, south China's Guangdong Province. The Xinhua News Agency China said China unveiled the world's largest amphibious aircraft that Beijing plans to use for marine missions and fighting forest fires on Saturday. It measures 37 meters (121 feet) in length with a wingspan of 39 meters (128 feet). An official news agency says China has unveiled the world's largest amphibious aircraft that Beijing plans to use for marine missions and fighting forest fires. The Xinhua News Agency said the AG600 rolled off a production line in Zhuhai in southern China on Saturday. It measures 37 meters (121 feet) in length with a wingspan of 39 meters (128 feet). The report cites Chinese state aircraft maker, the Aviation Industry Corporation of China, as saying the plane is nearly as big as a Boeing 737. http://abcnews.go.com/Technology/wireStory/china-rolls-worlds-largest-amphibious-aircraft-40830840 Back to Top New Composite Material Could Reduce Impact of Aircraft and Vehicle Crashes At the 2016 Farnborough International Air Show, British defense company QinetiQ unveiled a material - a Shape Memory Alloy (SMA), woven into a carbon fiber reinforced polymer - which it says can help reduce the impact of aircraft crashes. Andrew Foreman, Head of Engineering Research & Consultancy at QinetiQ, said: "Most existing safety measures require extra material to be added to vulnerable areas, adding mass and compromising the aircraft's efficiency. QinetiQ's patented composite would enable operators to meet or exceed the same high regulatory standards without adding mass. A lighter aircraft uses less fuel, providing opportunities for lower emissions, higher airline profits, and reduced fares for travelers." The material is made with high-energy absorbing titanium alloy wires, a Shape Memory Alloy (SMA), woven into a carbon fiber-reinforced polymer (CFRP). It works by absorbing the energy of an impact, spreading it across a wide surface area, before bouncing back to its original shape. The material was initially designed for aircraft, which QinetiQ says can strengthen the wings and nose of aircraft by up to three times. According to the Federal Aviation Administration (FAA), there has been an average of over 10,000 bird strikes per year since 2009, with the number rising each consecutive year. As QinetiQ explains, an aircraft can be struck by lightning up to twice a year and runway debris can cause tires to burst and impact critical aircraft components. That type of damage can be fatal and cost the aviation industry billions each year. QinetiQ has conducted tests in collaboration with GE Aviation and the National Composites Centre (NCC), which have shown similar potential for protecting against burst tires and other debris that can be thrown up into the underside of an aircraft from a runway. The material has also been tested against the highest lightning strike threat level, and is said to eliminate the need for additional lightning strike meshes. The material has also drawn interest from the automotive industry. For more information, check out the video below: http://compositesmanufacturingmagazine.com/2016/07/new-composite-material-reduce-impact-aircraft- vehicle-crashes/ Back to Top Don Bateman's Retirement Party I had the good fortune to attend the retirement party for Don Bateman of Honeywell, Inc. The event took place last Thursday evening at the Museum of Flight in Seattle. Don was the developer of the Ground Proximity Warning System (GPWS) and later the Enhanced Ground Proximity Warning System (EGPWS) for the aviation industry. It was a pleasure to see Don again and wish him Happy Retirement! Curt Lewis Back to Top ISASI 2016, Reykjavik, Iceland 17 to 20 October, 2016 The International Society of Air Safety Investigators (ISASI) will hold their 47th annual seminar at the Grand Hotel Reykjavik, Iceland, from the 17 to 20 October 2016. The seminar theme is: "Every link is important" Papers will address this theme in conjunction with other contemporary matters on aviation safety investigation, including recent case studies, new investigation methods and aviation safety trends or developments. Registration and details of the main seminar, tutorial and companion programmes are available at www.esasi.eu/isasi-2016. We look forward to seeing you in Iceland Back to Top RSVP by contacting Erin Carroll, DFRC President by September 1 Email: erin.carroll@wnco.com or Telephone: (214) 792-5089 Back to Top Graduate Research Request You are being invited to consider taking part in a research survey on the influence of the psychological contract (the unwritten expectations between an employee and their employer) on a pilot's safety behaviours. I am seeking to understand if this part of the employment relationship has an influence on the safety behaviours of pilots. My focus is primarily on the European aviation environment. This survey is being undertaken as part of my Master of Science (MSc) in Air Safety Management at City University, London. I am undertaking this research in a purely independent capacity for my own personally funded studies. The results of this survey will only be used to support my dissertation. All data will be kept anonymous. No personally identifiable information will be collected. All answers reported in the analysis of the survey will be made without any connection to you. If you have experience working as a pilot, preferably for a European commercial air transport operator, and wish to take part please click on the link below. https://www.surveymonkey.co.uk/r/pilotspsycon Thank you for your support Kathryn Jones Back to Top Graduate Research Survey Helicopter Pilot Trust in Automation Study My name is Nick Currie and I am a helicopter pilot currently working towards my Masters of Aviation Safety at Florida Institute of Technology. Part of my program requires me to research a topic related to my field of expertise in order to satisfy the requirements of a Master's level thesis. My thesis is focused on the topic of trust in automation. More specifically, how much helicopter pilots trust two types of Enhanced Flight Vision Systems(EFVS): Enhanced Vision Systems (EVS) and Synthetic Vision Systems (SVS). The most common type of EVS technology is Forward Looking Infrared (FLIR), and the most common type of SVS technology is a 3D moving map display. I am interested in gathering responses from any helicopter pilot regarding their trust in each of these system's capabilities. If you have used one, both, or neither of the systems, I am still very interested in gaining your input in this study. Ultimately, by completing this research, I hope to develop a list of recommendations to improve EFVS automation to aid the pilot in accomplishing their primary tasks. The survey (see link below) takes no more than 10 minutes, and it asks a series of 12 questions on each display. Please consider taking a few minutes of your time to help improve this growing field of cockpit automation. Thank you for your time and consideration. Survey Link - https://www.surveygizmo.com/s3/2788023/Enhanced-Flight-Vision-Systems Nick Currie Curt Lewis