Flight Safety Information July 27, 2016 - No. 146 In This Issue Embraer EMB-500 Phenom 100 Runway Excursion (Texas) Incident: Sykwest CRJ2 at Durango, unsafe gear FAA Releases VOR Decommissioning Policy FAA to Require Marking for Some Towers 200 Feet or Less Indonesia may get top aviation safety rating from FAA Tallahassee airport solar farm gets FAA approval Jenni Rivera death: Aircraft owners responsible, $70 million default judgment Boeing Sees Need for 30,850 New Pilots a Year as Travel Soars Boeing expects airlines to hire more flight attendants AI to recruit 500 pilots, 1,500 cabin crew in next 2-3 yrs. 2 Canadian pilots arrested in Britain on alcohol charges prior to trans-Atlantic flight -Granted Bail MEET THE INSANELY EXPENSIVE F-35A FIGHTER JET AND ITS TERRIFYING WEAPONS CACHE Canada may become the first country to ditch the F-35 fighter jet The Fastest Jet Flight in History FAA rule change restores student pilot birthday solos WMU offers virtual reality experience for aviation program Malaysia Airlines to buy 50 Boeing jets NTSB Course...Title...Managing Communications Following an Aircraft Accident or Incident 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 Embraer EMB-500 Phenom 100 Runway Excursion (Texas) Status: Preliminary - official Date: Friday 21 November 2014 Time: 10:10 Type: Embraer EMB-500 Phenom 100 Operator: JetSuite Registration: N584JS C/n / msn: 50000140 First flight: 2010 Engines: 2 Pratt & Whitney Canada PW617F-E Crew: Fatalities: 0 / Occupants: 2 Passengers: Fatalities: 0 / Occupants: 0 Total: Fatalities: 0 / Occupants: 2 Airplane damage: Substantial Airplane fate: Written off (damaged beyond repair) Location: Houston-Sugar Land Regional Airport, TX (SGR) ( United States of America) Phase: Landing (LDG) Nature: Ferry/positioning Departure airport: Houston-William P. Hobby Airport, TX (HOU/KHOU), United States of America Destination airport: Houston-Sugar Land Regional Airport, TX (SGR/KSGR), United States of America Flightnumber: 526 Narrative: An Embraer EMB-500 Phenom 100 corporate jet suffered a runway excursion accident after landing at Houston-Sugar Land Regional Airport, TX (SGR). The airplane operated on a repositioning flight from Houston-William P. Hobby Airport, TX (HOU) to Sugar Land Airport. Following an ILS approach, the Sugar Land tower controller cleared the flight to land on runway 35. There was no standing water reported on the runway. During the approach, the first officer noted that there was a tailwind of 15 knots that decreased to 9 knots on touch down. After landing, the captain, who was flying the airplane, applied the brakes which were unresponsive. She then pulled the emergency brakes twice, but the airplane continued past the end of the runway and onto a grassy area. The airplane then crossed a service road and came to rest in a drainage ditch. The airplane's empennage section was partially submerged by water and the airplane faced the opposite direction of travel. https://aviation-safety.net/database/record.php?id=20141121-0 Back to Top Incident: Sykwest CRJ2 at Durango, unsafe gear A Skywest Canadair CRJ-200 on behalf of United, registration N959SW performing flight OO-5849/UA-5849 from Denver,CO to Durango,CO (USA) with 56 people on board, was on approach to Durango when the crew did not receive a down and locked indication for the nose gear. The crew initiated a go around, entered a hold at 15000 feet while working the related checklists and performed an alternate gear extension. The aircraft subsequently performed a low approach to have the gear inspected from the ground and landed safely in Durango about 80 minutes after the first go around. The occurrence aircraft is still on the ground about 19 hours after landing. http://flightaware.com/live/flight/UAL5849/history/20160725/2010Z/KDEN/KDRO http://avherald.com/h?article=49bb7fca&opt=0 Back to Top FAA Releases VOR Decommissioning Policy The FAA formally published its policy including the criteria for selecting hundreds of VOR navigation aids that will be decommissioned over the next decade. The policy, released today, further outlines the process for decommissioning. The agency has selected 308 VORs to be decommissioned as the agency moves to a satellite-based navigational system. It originally proposed the policy in 2011, and initially indicated plans to decommission more than 500 VORs. Industry groups, including the Aircraft Owners and Pilots Association, protested, arguing that a larger VOR minimum operational network is necessary to serve as a backup in case there should be a widespread GPS satellite outage. The FAA then worked with an industry group to refine criteria for VORs that should be saved and established a two-phase timeline for the decommissioning of the VORs. Under the criteria, the FAA has opted to retain VORs to perform ILS, localizer or VOR approaches with 100 nm of locations within the continental U.S.; support international oceanic arrival routes; and provide coverage above 5,000 feet agl. The agency will also retain most in the Western U.S. mountainous area, those required for military use, and those outside the continental U.S. Supplementing that criteria, the FAA considered only agency- owned/operated VORs for discontinuance and decided to retain co-located DME and Tactical Air Navigation systems when VOR service is terminated. Under the plan, 74 VORs are set for decommissioning through Phase 1, which is ongoing through 2020. Under Phase 2, which is to take place between 2021 and 2025, 234 more VORs will be decommissioned. The FAA last fall received investment plan approval and had announced the list of the first 35 to be decommissioned. http://www.ainonline.com/aviation-news/business-aviation/2016-07-26/faa-releases-vor- decommissioning-policy Back to Top FAA to Require Marking for Some Towers 200 Feet or Less Congressional mandate may create more work and costs for small tower owners WASHINGTON-If you own a tower that's between 50 and 200 feet tall, the chances are that you don't have to mark it to satisfy any FAA standards-all of which makes your life easy. But that may be about to change. Congress recently passed, and the president signed, H.R. 636 - a/k/a the "FAA Extension, Safety, and Security Act of 2016". The primary purpose of this sweeping, 51-page piece of legislation is to ensure the continuity of the FAA's operations for another year (through Sept. 30, 2017). But buried deep in its legislative bowels is Section 2110, a little- publicized provision that could have serious repercussions on small tower owners, particularly those in rural areas. Section 2110 requires the FAA to issue regulations within the next year requiring "covered towers" to be "clearly marked." And what's a "covered tower"? That would be a structure that: Is self-standing or supported by guy wires and ground anchors Is 10 feet or less in diameter at the above-ground base, excluding concrete footing Is at least 50 feet above ground level and not more than 200 feet at its highest point Has accessory facilities on which an antenna, sensor, camera, meteorological instrument, or other equipment is mounted or Is located (a) outside the boundaries of an incorporated city or town; or (b) on land that is (i) undeveloped; or (ii) used for agricultural purposes Congress helpfully defines "undeveloped" land as area over which the FAA "Administrator determines low-flying aircraft are operated on a routine basis, such as forested areas with predominant tree cover under 200 feet and pasture and range land." The law also expressly excludes any structure that: Is adjacent to a house, barn, electrical utility station or other building or within "the curtilage of a farmstead" Supports electric utility transmission or distribution lines Is a wind-powered electrical generator with a rotor blade radius that exceeds six feet or Is a street light erected or maintained by a federal, state, local, or tribal entity Those exclusions narrow the universe of towers subject to the new requirements - but lots of currently unmarked towers would still be left in that universe, depending on how some of the statutory terms end up being defined. And the law authorizes the FAA to define any otherwise undefined terms "as necessary to carry out the section." That could lead to problems for the owners of small broadcast, amateur and other communications towers, depending on how the FAA eventually defines such statutory terms as "adjacent," "building," "curtilage," etc. For instance, most broadcast towers feature a transmitter shack (sometimes referred to as a "doghouse") nearby. If a tower were in the middle of a field with only the shack next to it, would the shack constitute a "building" for purposes of any new marking requirements? Similarly, how close would a building need to be to be considered "adjacent"? And what does "clearly marked" mean, anyway? The FAA already has a well-developed set of standards for marking taller towers - would those apply to shorter towers, too, or might the FAA opt for less onerous marking requirements? At this point, we can't be sure. Point being, depending on how the FAA chooses to define things here, many small, rural broadcasters might find themselves required to fork over considerable change to mark their towers to FAA standards. Section 2110 appears to have been included in the act as a result of some prodding by agricultural and other low-altitude pilots - think crop-dusters, emergency medical helicopters, firefighting aircraft and the like - concerned about the dangers posed by certain types of unmarked towers. One organization representing some such pilots (the National Agricultural Aviation Association) has indicated particular concern about meteorological testing towers erected in connection with wind power installations. While concern about aeronautical safety can never be discounted, it's not clear that the dangers posed by meteorological testing towers are also posed by, for example, broadcast towers. If not, presumably the FAA could carefully tailor its regulatory definitions to limit the scope of any new marking rules to reach only the problematic towers, while leaving others free of new marking chores. But because government agencies are notorious for their "one-size-fits-all" approach, it's at least possible, if not likely, that the FAA will instead propose sweeping requirements applicable to situations totally removed from and unrelated to the purpose behind the legislation. That being the case, we think it would be a very good idea for potentially affected folks to participate in the FAA's rulemaking, once it gets cranked up. http://www.tvtechnology.com/news/0002/faa-to-require-marking-for-some-towers-200- feet-or-less/279086 Back to Top Indonesia may get top aviation safety rating from FAA The Transportation Ministry is optimistic that the US Federal Aviation Administration (FAA) will upgrade the country's aviation safety status, lifting restrictions currently imposed on Indonesian airlines looking to fly to the world's largest economy. Indonesia is currently still in Category 2, signaling the lack of regulations necessary to oversee air carriers in accordance with minimum international standards, according to the FAA. The government has been working to upgrade the country's status to Category 1 to put it on a par with international standards on aviation safety and security as well as to enable local airlines to fly without restrictions to the US. However, the FAA's latest audit in March still found seven areas that needed improvement to make a case for an upgrade, including on recurrent training for pilots, the number of pilots and licensing procedures. The FAA gave the Transportation Ministry 65 days, until May, to resolve the findings. "[The latest audit progress] has been positive. There are no issues left," the ministry's director general for air transportation Suprasetyo said, adding that it had received informal FAA notification during its visit to Washington DC this month. However, Suprasetyo said that the announcement of the FAA category upgrade might be made in August as a result of administrative issues and the announcement might be made by the US embassy in Indonesia. FAA audits are based on three aspects, including licensing, airworthiness and operations. It downgraded Indonesia's aviation safety to Category 2 in 2007 through the agency's International Aviation Safety Assessment program. In the same year, International Civil Aviation Organization (ICAO) audits also spotted 121 loopholes in the Indonesian air safety oversight system, which led in part to the FAA as well as the EU downgrading the safety status and banned Indonesian airlines from flying to the US and Europe, respectively. The ministry has since then boasted that it had improved the security aspects of the ICAO to 94.5 percent compliance currently. Suprasetyo said he expected the ICAO to announce their findings early next year on the country's aviation safety and security. With the expected progress on the FAA and ICAO, Suprasetyo maintained that he would also facilitate airlines willing to fly to the US, such as national flag carrier Garuda Indonesia. "We will summon Garuda later, so they can be proactive in applying for slots," he said. Garuda Indonesia president director Arif Wibowo previously said that the company had been mulling flying to one of two cities in the US, namely Los Angeles and New York, transiting in Narita in Japan. The number of Indonesian passengers flying to the US amounts to 400,000 yearly, with 150,000 passengers destined for Los Angeles, said Arif. Indonesian National Air Carriers Association (INACA) secretary general Tengku Burhanuddin said that the upgraded status would definitely make it easier for the country's airlines that wanted to fly to the US. "But it also depends on their analysis of market demand in the US," he said, adding that he expected reduced insurance premiums for Indonesian airlines with the category upgrade from the FAA. http://www.thejakartapost.com/news/2016/07/27/ri-may-get-top-aviation-safety-rating- faa.html Back to Top Tallahassee airport solar farm gets FAA approval A $33.2 million solar panel farm has cleared a major federal regulatory hurdle on its path to providing electricity to Tallahassee residents. The Federal Aviation Administration found the proposed solar panel farm would have "no significant impact" on the environment or on airport operations. It also found that the project would not create glare for airplanes or obstruct the view from the air traffic control tower. "As with any time you are dealing with a project of this magnitude there is a lot of interaction with the airport and FAA," said Chris Curry, aviation director at Tallahassee International Airport. "Airports struggle all the time with what they can do with their property, other than aviation uses." This is the first time the airport has undergone such an extensive review, he said. The FAA checked to see if the project would impact the environment, that the proposed project met current land uses and that the airport was getting an appropriate amount. "When a project is not aviation-related they need to ensure that the airport is getting fair market value for the land," Curry said. The airport plans to lease 120 acres between the north-south runway and Springhill Road to the Utilities Department for 33 years. Both are overseen by the City of Tallahassee. The airport will use the money it makes off the lease to reduce the cost airlines pay to operate at the airport, Curry said. Hopefully, those savings will be passed on to customers in lower ticket prices, he said. The city wants to diversify its fuel supply, reduce its reliance on fossil fuels and reduce its carbon footprint. Origis will erect 90,000 solar modules. The farm will generate up to 20 megawatts - or 2 percent of the city's current capacity. Power poles and lines will be constructed to connect to a substation on Spring Hill Road north of Capital Circle Southeast. The initial lease rate is slightly less than $60,000 annually, said Rob McGarrah, general manager for the city's electric utility. "As long as there is a Purchase Power Agreement between the city and Origis, Electric (Utilities) will pay the lease payment to the airport," McGarrah said in an email to the Democrat. Construction should last six months and be finished by spring or early summer, McGarrah said. Originally, the project was only going to be for a 10-megawatt solar farm on 80 acres. But the size and output changed when the city was unable to reach an agreement with First Solar and switched to Origis, he said. Origis is responsible for putting up the initial capital costs, McGarrah said. "The city will only pay for the energy that is produced and delivered to our system over the life of the PPA," he said. The PPA has an initial term of 20 years with two five-year renewal options, he added. Florida wildlife officials must conduct a survey on the property to ensure there are no gopher tortoise burrows 90 days before construction is to begin. Any tortoises found on the site must be relocated. "This will be done by the solar developer shortly before the commencement of construction," McGarrah said. http://www.tallahassee.com/story/news/2016/07/26/tallahassee-airport-solar-farm-gets- faa-approval/87566220/ Back to Top Jenni Rivera death: Aircraft owners responsible, $70 million default judgment A judge Tuesday entered a $70 million default judgment on behalf of relatives of four members of Jenni Rivera's entourage who died along with the singer in a 2012 Learjet crash in Mexico, holding the owners of the aircraft responsible for the deaths. Los Angeles Superior Court Judge Holly Kendig's order regarding Starwood Management LLC comes three and a half years after the lawsuit was filed by family members of Rivera's publicist, Arturo Rivera; makeup artist Jacobo Yebale; hairstylist Jorge Armando Sanchez Vasquez; and lawyer, Mario Macias Pacheco. In September 2014, Kendig granted a motion striking Starwood's answer to the lawsuit, opening the door for the default judgment. Lawyers for the plaintiffs issued a statement regarding the judge's ruling. "Responsibility for the crash of the Learjet that tragically took the lives of Jenni Rivera and her entourage on December 12, 2012, has now been determined," the statement reads. "Starwood Management LLC has been held responsible for the deaths of our clients' respective loved ones and judgment was entered on our clients' behalf. The next step in the litigation will be moving to compel Starwood to satisfy the judgments by paying the families for the death of their respective loved ones." Relatives of Rivera and Miguel Perez Soto, one of two pilots who died in the crash, Mexico, each have separate civil suits pending. The crash of the 1969 Learjet 25 occurred about 3:30 a.m. on Dec. 9, 2012 - 15 minutes after takeoff - in the mountains of northern Mexico. The 43- year-old singer had just performed in Monterrey and was on her way to Mexico City to appear on the Mexican version of "The Voice." http://mynewsla.com/government/2016/07/26/jenni-rivera-death-aircraft-owners- responsible-70-million-default-judgment/ Back to Top Boeing Sees Need for 30,850 New Pilots a Year as Travel Soars Pilots sit in the cockpit of a Boeing 747-8 passenger aircraft. Photographer: Martin Leissl/Bloomberg Global airlines will need to hire 30,850 pilots a year for the next two decades to keep pace with new planes on order and surging demand for air travel, according to a forecast by Boeing Co. Carriers will need to recruit and train about 617,000 pilots to fly the 39,620 aircraft, valued at $5.9 trillion, that the U.S. planemaker expects to be added to the global fleet through 2035. The Asia-Pacific region will account for about 40 percent of total new hires as China eclipses North American as the largest travel market. U.S. carriers will need to accelerate recruiting to replace pilots who are retiring, comply with stricter federal limits on duty hours and staff new routes to Cuba and Latin America, said Sherry Carbary, vice president of Boeing Flight Services. The Chicago-based company predicts a need for 112,000 new pilots in North America over the next 20 years. Boeing sees 104,000 aviators required for Europe as travel continues to grow between countries on the continent, Carbary said. The Middle East will need 58,000 pilots over the two decades, about 2,000 fewer than Boeing forecast a year ago, as flying within the region shifts to smaller models from very large aircraft like Airbus's A380 superjumbo. http://www.bloomberg.com/news/articles/2016-07-25/boeing-sees-need-for-30-850- new-pilots-a-year-as-travel-soars Back to Top Boeing expects airlines to hire more flight attendants Boeing declares need for over 1 million more airline employees. SEATTLE -- In the latest forecast of future airline jobs, Boeing expects the world's airlines to hire 814,000 flight attendants. This is the first time that cabin crew members have been added to the now seven-year-old forecast. Previously, Boeing has made forecasts for pilots and mechanics, saying over the next two years, globally speaking, airlines will need 679,000 technicians and 617,000 pilots -- raising its estimates for both categories around 11% over last year's forecast. The Asia-Pacific region, according to Boeing, will continue to lead with the most new jobs generated. But North America and Europe are also large generators of new airline jobs largely because of an upcoming wave of retirements, says Sherry Carbary, Boeing's Vice President for Flight Services with the company's airliner business. The creating of the officially named "Pilot and Technician Outlook" which now includes members of the cabin crew, comes decades after Boeing established the Current Market Outlook, or CMO for forecasted global sales of airliners regardless of manufacturer. The current Boeing CMO is calling for the sale of 39,620 planes over the next twenty years on the same basis as the personnel forecast, the years 2016 through 2035. One of the drivers behind the number of jobs is that the largest percentage of airplanes expected to be delivered to airlines are so called "single aisle" jets, which include the Boeing 737 and the Airbus 320. These are jet families which experience high rates of utilization, flying multiple flights in a single day requiring multiple teams of pilots and flight attendants. The exact numbers vary from airline to airline and country to country depending on business models and regulatory requirements. http://www.king5.com/tech/science/aerospace/boeing-expects-airlines-to-hire-more- flight-attendants/281710770 Back to Top AI to recruit 500 pilots, 1,500 cabin crew in next 2-3 yrs Air India may recruit about 500 pilots and over 1,500 cabin crew in next two to three years to meet the requirement as the fleet size is expected to increase considerably, a senior official has said. "We are planning to have 700 more pilots in the next two to three years keeping in view the fleet expansion. From last August till now, we have already recruited 250 pilots. So about 500 more pilots we are going to recruit. Advertisement for 400 pilots has already been floated," AI's General Manager (Operations) N Sivaramakirshnan told PTI. Last year, Air India had sought to recruit 200 trainee pilots (senior trainee pilot license holders who come with A320 endorsement). However, it could select only 78. Now all those pilots are flying on various routes, he said. Nearly 150 pilots are expected to complete their training by December this year. According to him, the present strength of pilots is 858 and the beleaguered airlines lost about 100 pilots during the last two years. "We have plans to have cabin crew of 3,000 personnel. Besides the existing number, we are planning to take 1,500 more in the next two to three years," he said. The official said Air India envisaged fleet expansion of another 100 aircraft in the next four years' time. On training facilities for pilots, the official said currently they have three simulators in Hyderabad and four in Mumbai. The simulators in Hyderabad belong to A320 while the four in Mumbai belong to Boeing family. "We are planning to order one more simulator for training on ATR aircraft in Hyderabad. RFI (Request for Information) has already been floated. By January next year we hope that it would be operational," he said, adding that the cost of the simulator would be about Rs 65 crore and an additional Rs 6 crore is needed for construction of building and other facilities for the ATR simulator. Though Air India does not have any ATRs in its fleet, services will be provided to its wholly-owned subsidiary 'Alliance Air'. - PTI http://www.tribuneindia.com/news/nation/ai-to-recruit-500-pilots-1-500-cabin-crew-in- next-2-3-yrs/271978.html Back to Top 2 Canadian pilots arrested in Britain on alcohol charges prior to trans-Atlantic flight - Granted Bail Two Canadian airline pilots charged with being drunk as they prepared to fly a passenger jet on a trans-Atlantic route have been bailed on condition they surrender their passports. Jean-Francois Perreault, who is 39, and 37-year-old Imran Zafar Syed were arrested at Glasgow Airport on July 18, shortly before they were due to fly an Air Transat jet to Toronto. They have been charged with being impaired through alcohol and with threatening and abusive behavior. The two men had been held in custody since their arrested but were bailed after a hearing Tuesday at Paisley Sheriff Court in western Scotland. Air Transat runs charter and scheduled flights between Canada and several European and Caribbean destinations. The airline says the pilots have been suspended. http://www.chicagotribune.com/news/nationworld/ct-pilots-arrested-on-drinking-charges- 20160726-story.html Back to Top MEET THE INSANELY EXPENSIVE F-35A FIGHTER JET AND ITS TERRIFYING WEAPONS CACHE Death from above just got way more awesome-looking. F35-A: Say hello to my little friend. Credit: Lockheed Martin If the U.S. military needed a single photo that says "don't fuck with us," this is likely it. Lockheed Martin, everyone's favorite purveyor of fine weaponry, has dropped an image of the F-35A fighter jet, and it's...intense. The shot not only shows the very, very expensive aircraft (just under $110 million, Lockheed says), but also presents its devastating weapons suite, which could bring some serious death from above. "The F-35 can carry more than 35-hundred pounds of ordnance in Low Observable (stealth) mode and over 18-thousand pounds uncontested," Lockheed Martin boasts on its webpage. Have a look at the cache for yourself, which includes everything from a Mark 84 warhead (aka "The Hammer") to an AGM tactical air to surface missile: Weapons, anyone? Credit: Lockheed Martin The F-35A - the most popular of the three F-35 models - is designed for long-range bombing attacks, dogfighting, and air support. It's distinctive from its airborne brothers, the cleverly named the F-35B and F-35C, as it features an internal cannon on its left side, just behind the cockpit. Want one? Act quick, as only 1,763 are expected to be produced, and the Pentagon gets first dibs. http://www.maxim.com/news/f35-a-fighter-jet-lockheed-martin-2016-7 Back to Top Canada may become the first country to ditch the F-35 fighter jet If newly-obtained documents are any indication, Canada may become the first country to scrap its order for the American F-35 fighter jet, the most expensive weapons program ever. Letters sent to the big industry players are just further evidence that the government of Prime Minister Justin Trudeau is set to pull the trigger on a whole new open competition to pick Canada's next generation of fighter jet. That competition will likely favour an out-of-the-box jet, over the expensive F-35. Industry sources confirmed that the government set up meetings with big-name players in the aerospace industry in recent weeks to figure out its next steps in buying a new fighter jet - this, even though it's technically already on the hook to buy 65 of the F-35 Lightning II jets, manufactured by Lockheed Martin. Those face-to-face meetings took place with representatives from two US companies: Boeing, Lockheed Martin itself; Sweden's Saab; the French Dassault; and the European multinational consortium Eurofighter. All of them make fighters that, while less advanced than the stealthy F-35, are vastly cheaper. The meetings follow a 38-page questionnaire, provided to VICE News, which was sent to the five industry players, asking them to lay out the pros and cons of their jets. This inquiry is likely the first step in what promises to be a protracted competition to choose a warplane to replace the current fleet of 79 CF-188 Hornets, a version of the American F-18, that Canada bought in the 1980s. Those jets, the letter notes, "should have been replaced years ago" "The Government of Canada remains committed to building a more agile, better-equipped military, while ensuring best value for Canadians," reads a letter sent to the companies that accompanied the questionnaire. Pulling out of the international consortium to build the F-35 program - which dates back to 1998 and includes the United States, United Kingdom, Italy, the Netherlands, Australia, and others - could be costly for the remaining partners, and may force some of the smaller states to reconsider their participation. The total cost of the program for Canada is pegged at some $25 billion, over the life of the jets. The full cost of the procurement is virtually impossible to pin down, but it is estimated that the full life-cycle cost for the US' nearly 2,500 planes could hit $1.5 trillion. The F/A-18 Super Hornet. (Boeing) While the document stresses that "no decision has been made at this time and all procurement options are being considered," those in the industry who have obtained the letter say it likely means that Ottawa will start from scratch and force a whole new competition for the jets. Ottawa isn't wasting time. The letters, sent July 7, have a due date of July 29 for the submission of proposals. A spokesperson for the Department of National Defense wouldn't comment on the letters, but indicated that they would be posted publicly next week. If Canada does go back to the drawing board, it could be bad news for the international F- 35 program, which has been beset by one problem after another. According to a March 2016 report, its software remained buggy. It shook mid-flight. Its diagnostics system had trouble figuring out what needs repair, and what doesn't. Those problems, Lockheed Martin contends, have been put to bed. The company expects to announce that the planes are fully operational in US service - with all the kinks worked out - by the end of summer. No country has, thus far, pulled out entirely from the consortium, despite heated political debates in some countries that have chosen the F-35. Since their election in October, the Liberals have been been paralyzed on what to do about the procurement process. In their official platform, Trudeau's party swore: "We will not buy the F-35 stealth fighter- bomber." Their plan was to reopen the competition process, rip up the sole-sourced contract to Lockheed Martin, and exclude the F-35 altogether. The Rafale. (Dassault Aviation - S. Randé) Trudeau's team has been more equivocal since taking office. The letters that were sent out in early July certainly suggest that Lockheed Martin will be allowed to participate in the process. If Canada does back out, it could spell two big problems: it could raise costs for the remaining partners, since they will be spread out over fewer overall planes, and it could lead to other smaller partners to back out as well - which, in turn, could increase costs. There are already a few weak links in the consortium. In Australia, currently on the hook to buy 72 of the planes, objections have been raised as well since Trudeau's election in October. An analyst with independent think tank Air Power Australia, which had long been critical of the F-35, told an Australian Senate committee earlier this year that the plane was a "jackass of all trades and masterful of none," and compared the entire procurement process to a Ponzi scheme. Italy, also a big customer and most importantly one of the two countries outside the US that will assemble the plane, is still planning to buy the jets, although it scaled back its acquisition by 30 percent. The Norwegian military, which plans to buy 52, has also openly mused about cutting its purchase, thanks to a stagnant economy. Part of the deal with the consortium, meant to offset the staggering costs of the acquisition, was to expand research, development, and upkeep across all partners. Each country would have a chance to vie for contracts and maintenance with the planes, meaning that buying the planes could come with huge economic benefits. But as costs continue to rise, the allure of manufacturing jobs has become less and less attractive. Lockheed Martin does have an insurance policy to keep countries in the consortium: Jobs. The massive American defense company has publicly said that, should Canada withdraw, it could lose 10,000 job opportunities to develop, maintain, and repair the aircraft. The questionnaire sent to industry appears to acknowledge this potential headache. "Please describe the potential opportunities for Canadian companies to be integrated into the production supply chain of this aircraft," the questionnaire asks prospective suppliers. "Could these opportunities extend to the global supply for future sales of this aircraft? Please explain. Are there future opportunities for Canadian companies to participate in the development of upgrades on the current aircraft and/or developmental opportunities related to a new version of the aircraft?" Canada's likely alternative is the more practical F/A-18 Super Hornet - an upgraded model of Canada's current fleet of fighter jets - manufactured by Boeing. Sources have already said that the Trudeau government would be looking to buy a number of Super Hornets while they figure out whether to stick with the F-35, or go elsewhere; Australia made a similar move during its procurement process. The questionnaire certainly hints that the Super Hornet could be an ideal replacement for their aging predecessor. "If the current CF-18 gun ammunition, deployable countermeasures (e.g. chaff/flares), missiles and bombs, are incompatible with the new aircraft this item should include the cost of an initial stock of such items," the introduction to the questionnaire reads. The Eurofigher Typhoon. (Copyright: Eurofighter) If Canada purchases some F/A-18s in the interim, it's deeply unlikely that it would go on to buy the F-35s as well, as it would require a whole different set of trained personnel, equipment and weaponry, which could bring higher costs. But the letter provided with the questionnaire hints at the government doing exactly that - citing a perceived "capability gap" - telling prospective manufacturers that "new aircraft must be acquired as soon as possible so Canada can remain a credible and dependable ally." Those in the industry have balked at the idea that this gap exists at all. Canadian CF-18 jets had been used in the bombing campaign in Iraq and Syria, regularly participate in exercises in Eastern Europe, and are regularly used to patrol the arctic. Life-extending measures will mean those jets will be usable well after the delivery date of whichever aircraft Canada chooses to buy. Harjit Singh Sajjan, Canada's defense minister, has, nevertheless, liberally employed that talking point as of late, saying that the country needs to move quickly - but not, evidently, on the F-35. Canada's current fleet of jets, however, will remain operational at least until 2023. Even factoring in some delays, the F-35s are expected to be delivered by 2020, though Lockheed Martin contends that if Canada really wants them sooner, it could work out a deal to have the jets delivered within 18 months. On top of this, the F/A-18 is simply a less capable aircraft. The technological argument for the F-35, whatever its drawbacks, is pretty solid. And when this journalist sat in the cockpits of the flight simulators for each jet, there was no competition - the F-35 was easier to control, easier to shoot, and more maneuverable. In the industry, there's no question: the F-35 is the better jet. But Boeing has marketed the F-18 more as a minivan than a Ferrari, highlighting its stability, cost, and reliability - for example, it has two engines as opposed to the F-35's single one, a big plus over the vast expanses of Canada's North where an engine failure could spell doom. "It's difficult to imagine a better value proposition," Roberto Valla, Boeing's Vice President of Global Sales for Canada, told a room of journalists at a defense show in Ottawa earlier in 2016. A statement from Boeing, provided to VICE News, contends that "We believe the Super Hornet is the best fit for Canada, with low acquisition and sustainment costs, advanced capabilities, and economic benefits for Canadian industry, building on Boeing's $6 billion in direct contracts with Canadian companies over the past five years alone." A Boeing representative previously admitted that, should Ottawa go for the F/A-18, it would not necessarily come with any direct economic benefit to Canada. The Gripen E (Saab) The other options are less likely candidates. There's the Eurofighter Typhoon, a plane that's been in service for more than a decade with a handful of NATO states and others. Then there's the Dassault Rafale, used by France and ordered by a small number of Middle Eastern states. The Saab Gripen, a smaller one-engined fighter, is currently deployed by the air forces of nations like Sweden and Hungary. Ultimately, those are all unlikely candidates for heavy-lifting NATO partners like Canada. Ricardo Traven, chief test pilot for the F/A-18 Super Hornet, said the competition is really between the F-35 and the F/A-18. The others? "We kind of squash them," he said. The Gripen, for example - "we're not even in the same class," Traven said. "It is, to me, a toy." Boeing says it is welcoming the open competition, confident that it is the cheapest of the two options. Lockheed Martin, meanwhile, hopes that Ottawa will stick to the precedent of other nations and eventually choose to stick with the Lightning. https://news.vice.com/article/canada-may-become-the-first-country-to-ditch-the-f-35- fighter-jet Back to Top The Fastest Jet Flight in History Forty years ago, the SR-71 Blackbird set a record that still stands. Eldon Joersz (left) and George Morgan on the day of their record-setting flight. (FAI) Eldon Joersz wasn't originally interested in flying the SR-71 Blackbird. He was a fighter pilot-he'd flown the F-105 over Vietnam and Laos-and he knew that the sleek spy plane wasn't about pulling Gs so much as flying high and very fast. But Joersz applied to pilot the SR-71 anyway, and so it happened that he was in the cockpit on July 28, 1976, when the Blackbird set a world air speed record: 2,193 miles per hour (Mach 3.3) on a straight-line course over Edwards Air Force Base in California. Forty years later, the record still stands-the fastest flight ever for a piloted jet. Joersz, a retired Air Force Major General, explains in a recent 40th anniversary interview with the Fédération Aéronautique Internationale (the body that keeps official aviation records) how the record was actually set twice. He and reconnaissance systems officer George Morgan flew the same course at the same speed on July 27, but because there was a cloud cover that day, they couldn't verify the 80,000-foot altitude. So, for the benefit of the FAI observers, they flew the same route again on the 28th, and that's the official date in the record books. Timed for the 1976 U.S. bicentennial, the Edwards flight was part of a deliberate attempt to capture three speed records, and it was all very methodical and planned, recalls Joersz. The SR-71 normally flew at Mach 3.2, so it wasn't even much of a stretch in terms of speed. "That's where we flew the SR-71 all the time. It wasn't difficult, but it was precise, it demanded your attention and it demanded smoothness," he told the FAI interviewer. "For us at the time, it was just a fun thing to do. It was not Earth-shattering." The record-setting Blackbird is now on display at the Museum of Aviation at Robins AFB in Georgia. This Lockheed Martin video gives a little more background on Eldon "Al" Joersz and his historic flight: http://www.airspacemag.com/daily-planet/fastest-jet-flight-history- 180959911/#VTi37XDrjWBhzBr8.99 Back to Top FAA rule change restores student pilot birthday solos FREDERICK, Md. (AP) - The Aircraft Owners and Pilots Association says a federal rule change has restored the ability of student pilots to fly solo on their 14th or 16th birthday, depending on the type of aircraft they're operating. The Frederick-based group said Tuesday that the Federal Aviation Administration acceded to the group's request to grant temporary authorizations enabling youngsters to take birthday flights. The organization says birthday solos are a rite of passage for young student pilots. People first become eligible for pilot certification at age 14 for gliders and hot-air balloons, and age 16 for all other aircraft. Those birthday flights were effectively barred by a January rule change that requires pilot license applicants to be screened by the Transportation Security Administration. The screening can't begin until the applicant is 16. http://wtop.com/maryland/2016/07/faa-rule-change-restores-student-pilot-birthday- solos/ Back to Top WMU offers virtual reality experience for aviation program Western Michigan University is the first aviation program in the world to launch a virtual reality experience. BATTLE CREEK, Mich. (NEWSCHANNEL 3) - It's one of the largest and most renowned aviation programs in the world, and now prospective students can get a complete inside look at the college, without ever leaving home. Western Michigan University is the first aviation program in the world to launch a virtual reality experience. All you need is the headset and your smart phone, then just press play on the video and it's like you're right on Western's campus. This was created by a Hollywood-based production company and the video immerses viewers in all the sights and sounds of the aviation program. Along with getting a tour of the campus, viewers will also see one of the most complex flight fleets in collegiate aviation. "We can actually bring the aviation program to people. We can immerse them into that world. We can show them the sophistication that we have in our aircraft, the sophistication in the technically advanced maintenance labs that we offer," said Tom Thinnes of WMU College of Aviation. Western is launching the program Monday at the world's largest aviation event, the Experimental Aircraft Association's Airventure. Student's interested in experiencing the virtual reality can request this headset for free by contacting the WMU College of Aviation. http://wwmt.com/news/local/wmu-offers-virtual-reality-experience-for-aviation-program Back to Top Malaysia Airlines to buy 50 Boeing jets KUALA LUMPUR - Struggling Malaysia Airlines on Wednesday (July 27) announced plans to purchase 50 Boeing aircraft for US$5.5 billion (S$7.5 billion) as it continues efforts to recover from devastating twin disasters in 2014. Malaysia's national flag carrier said it had placed firm orders for 25 Boeing 737 MAX jets and had purchase rights for another 25. Deliveries are to commence in 2019. New CEO Peter Bellew said the purchase of the aircraft, which are known for their fuel efficiency, would aid the airline's recovery. "This deal is a game-changer for Malaysia Airlines with much lower costs and greater efficiency which we will pass on to our loyal customers with lower fares," Mr Bellew said in announcing the deal. Malaysia Airlines currently operates 56 Boeing 737-800s as well as smaller numbers of Airbus aircraft. The devastating MH370 and MH17 disasters in 2014 pushed the perennially loss-making airline to the brink of bankruptcy as bookings dried up. MH370 disappeared on March 8 of that year, en route from Kuala Lumpur to Beijing with 239 passengers and crew. Debris found in the Indian Ocean has confirmed the Boeing 777 went down but the reasons are unknown. Four months after MH370 vanished, MH17 was blown from the sky by a suspected Russian-made ground-to-air missile over war-torn Ukraine, killing all 298 passengers and crew. State investment fund Khazanah Nasional took the company private later that year, and in 2015 brought in German airline turnaround specialist Christoph Mueller. Mr Mueller soon launched a painful rescue plan that slashed 6,000 jobs and dramatically trimmed its route network. But he abruptly announced in April that he would be leaving well before the end of his three-year contract for unspecified "personal reasons". He was succeeded on July 1 by Bellew, an Irish former executive with Ireland-based low- cost carrier RyanAir. http://www.todayonline.com/business/malaysia-airlines-buy-50-boeing-jets Back to Top NTSB Course Title Managing Communications Following an Aircraft Accident or Incident Co-sponsor Airports Council International - North America (ACI-NA) Description The course will teach participants what to expect in the days immediately following an aviation accident or incident and how they can prepare for their role with the media. ID Code PA302 Dates, Tuition and Fee September 29-30, 2016 $1034 early registration, by August 28, 2016 $1134 late registration, between August 29 - September 24, 2016 $100 processing fee will be added to tuitions for all offline applications. A tuition invoice can be ordered for a $25 processing fee. Note: payment must be made at time of registration. Times Day 1: 8:30am - 5pm Day 2: 9am - 3pm Location NTSB Training Center * 45065 Riverside Parkway * Ashburn, Virginia 20147 Status OPEN. Applications are now being accepted. Apply to Attend SIGN UP FOR THIS COURSE HERE http://www.ntsb.gov/Training_Center/Pages/PA302_2016.aspx CEUs 1.3 Overview * How the National Transportation Safety Board organizes an accident site and what can be expected in the days after an aviation disaster from the NTSB, FAA, other federal agencies, airline, airport, media and local community * Strategies for airline and airport staff to proactively manage the communication process throughout the on-scene phase of the investigation * How the NTSB public affairs officers coordinate press conferences and release of accident information and what information the spokespersons from the airport and airline will be responsible to provide to the media * Making provisions for and communicating with family members of those involved in the accident * Questions and requests likely encountered from the airlines, airport staff, family members, disaster relief agencies, local officials and others > Comments from course participants > See the 219 organizations from 28 countries that have sent staff to attend this course Performance Results Upon completion of this course the participant will be able to: * Be better prepared to respond to a major aviation disaster involving a flight departing from or destined for participant's airport * Demonstrate greater confidence in fielding on-scene questions about the many aspects of the investigation and its participants, including what types of specific information may be requested * Identify the appropriate Public Affairs roles for the various organizations involved in an accident investigation. * Be more productive in the first few hours after an aviation disaster by understanding which tasks are most important and why * Perform job responsibilities more professionally and with greater confidence given the knowledge and tools to manage the airport communications aspect of a major aviation disaster Who May Attend This course is targeted to who, in the event of an aviation disaster, will need to provide a steady flow of accurate information to media outlets and/or other airport, federal or local authorities. Accommodations Area hotels and restaurants Airports Washington Dulles International (IAD): 10 miles Washington Ronald Reagan National (DCA): 30 miles Baltimore/Washington International (BWI): 60 miles More Information Email StudentServices@ntsb.gov or call (571) 223-3900 http://www.ntsb.gov/Training_Center/Pages/PA302_2016.aspx 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