Flight Safety Information July 20, 2018 - No. 146 In This Issue Accident: Vietnam A321 at Vinh on Jul 16th 2018, foreign object damage during roll out Incident: Blue Panorama B734 near Ancona on Jul 17th 2018, cracked windshield, loss of cabin pressure Incident: Iberia A346 at Mexico City on Jul 18th 2018, could not retract landing gear Incident: American A333 near Venice on Jul 19th 2018, loss of communication NTSB: Terrain warning system in floatplane that crashed near Ketchikan was turned off LIBIK Fire Suppression Kits for the Cabin and Flight Deck. FAA Cautions Operators on Part 91 Exemption Limits Pilot in fatal Truckee plane crash had expired medical certificate 24 pilots suspended in last three years: Jayant Sinha (India) Aviation industry urged to hire more women as staff shortages loom Ethiopian Airlines says it is in talks for stake in Eritrean Airlines Rolls-Royce turns to robotic insects and snakes for future aircraft maintenance Boeing to build two new 747-8 aircraft for presidential use Delhi's IGI Airport to get TaxiBots to pull aircraft from parking bay to the runway; here's why Aircraft demand in Mideast valued at $754b in 20 years As Boeing Chases Futuristic Air Travel, Safety Conundrums Loom The First Jet Pilots Boeing Tops Air Show With $79 Billion Haul as Airbus Falls Short What happened to the 12 men who walked on the moon? Cranfield: There's still time to book your place on Applied Safety Assessment Workshop ISASI 2018 'Human Factors in Aviation Maintenance from SCSI POSITION AVAILABLE:...MANAGER OF INFLIGHT TRAINING 2018 CHC SAFETY & QUALITY SUMMIT October 2nd - 4th, 2018 PROVIDING ASSURANCE IN YOUR SYSTEMS HIGH ALTITUDE FLYING: WHAT EVERY PILOT NEEDS TO KNOW - New Online Course - Fall 2018 GRADUATE RESEARCH SURVEY - 1 Accident: Vietnam A321 at Vinh on Jul 16th 2018, foreign object damage during roll out A Vietnam Airlines Airbus A321-200, registration VN-A345 performing flight VN-1266 from Ho Chi Minh City to Vinh (Vietnam), landed on Vinh's runway at about 20:52L (13:52Z) with a delay of 65 minutes and slowed. While attempting to turn around to backtrack the runway to the apron the aircraft became disabled due to the right nose gear tyre having deflated. A further check of the aircraft revealed a number of impact marks from foreign objects. The aerodrome was closed until the next noon. The occurrence aircraft is still on the ground in Vinh more than 3 days later. According to flight plans the last scheduled flight to arrive in Vinh that day was VN-1268 from Ho Chi Minh City with scheduled arrival time at 21:20L (14:20Z), that flight diverted to Hanoi (Vietnam) about 150nm north of Vinh. On Jul 20th 2018 Vietnam's Civil Aviation Authority reported an investigation into the occurrence has been opened. Following touchdown in heavy rain the aircraft became disabled on the runway at 20:52L with a nose wheel tyre deflated. First examination suggests the aircraft may have veered off the runway and collided with runway lights causing the tyre damage, in addition there was additional damage that could be explained by the broken runway lights impacting the airframe. http://avherald.com/h?article=4bb55f20&opt=0 Back to Top Incident: Blue Panorama B734 near Ancona on Jul 17th 2018, cracked windshield, loss of cabin pressure A Blue Panorama Boeing 737-400, registration 9H-GTC performing flight BV-2221 from Tirana (Albania) to Milan Malpensa (Italy) with 143 people on board, was enroute at FL340 about 20nm south of Ancona (Italy) when a windshield cracked also causing the loss of cabin pressure. The crew initiated an emergency descent to FL100 and diverted to Ancona for a safe landing about 25 minutes after leaving FL340. A replacement Boeing 737-400 registration 9H-AMW was dispatched to Ancona, departed Ancona about 7 hours after 9H-GTC landed and reached Milan with a delay of 7.5 hours. The occurrence aircraft positioned from Ancona to Malpensa about 25 hours after landing and resumed service. http://avherald.com/h?article=4bb59538&opt=0 Back to Top Incident: Iberia A346 at Mexico City on Jul 18th 2018, could not retract landing gear An Iberia Airbus A340-600, registration EC-IOB performing flight IB-6402 from Mexico City (Mexico) to Madrid,SP (Spain), was climbing out of Mexico City's runway 05R when the crew stopped the climb at 12,000 feet MSL when the crew could not retract the landing gear. After working the checklists the aircraft climbed to 15,000 feet, dumped fuel and returned to Mexico City for a safe landing on runway 05R about 75 minutes after departure. The occurrence aircraft is still on the ground about 19 hours after landing back. http://avherald.com/h?article=4bb59367&opt=0 Back to Top Incident: American A333 near Venice on Jul 19th 2018, loss of communication An American Airlines Airbus A330-300, registration N273AY performing flight AA-759 from Athens (Greece) to Philadelphia,PA (USA), was enroute at FL340 in Italian Airspace when radio communication with the aircraft was lost. A pair of Eurofighters was dispatched from Istrana (Italy) to intercept the aircraft, established visual contact over the Adriatic Sea near Venice (Italy) and verified there was no emergency situation. Soon after radio communication with the aircraft was re-established, the fighter aircraft returned to base. The A330 continued the flight to Philadelphia for a safe landing about 8.5 hours later. http://avherald.com/h?article=4bb58f52&opt=0 Back to Top NTSB: Terrain warning system in floatplane that crashed near Ketchikan was turned off This Saturday, July 14, 2018, photo shows a Taquan Air plane that was involved in a crash July 10, 2018, on Prince of Wales Island being barged into Ketchikan. (Dustin Safranek/Ketchikan Daily News via AP) Investigators have found the pilot of a Taquan Air plane that crashed into a mountainside near Ketchikan on July 10 with 11 people on board was not using a warning system meant to prevent such collisions. The National Transportation Safety Board's released its preliminary report on the crash Wednesday. Some of the circumstances described in the case echoed those in the 2015 crash of a Promech Air flightseeing plane that killed the pilot and eight passengers near Ketchikan. Locals and tourists routinely travel the region in small planes, traversing rugged environments in fast-changing weather. In both crashes, a floatplane pilot became disoriented in the low-visibility weather conditions common to Southeast Alaska and subsequently crashed into a mountainside. And in both crashes, a system that's supposed to warn pilots when they are too close to terrain was switched to "inhibit mode" - a common practice in areas where pilots frequently fly low and through mountain passes, causing near-constant "nuisance alarms," according to federal investigators' report on the 2015 crash. The July crash of the Taquan Air plane had a happy ending: All 11 people onboard survived. Six people sustained serious injuries and four walked away with minor injuries. In 2016, Promech Air operations were purchased by Taquan Air. In a statement Wednesday, Taquan Air President Brien Salazar said the Ketchikan-based company was studying the report to "better understand how the incident occurred, and ensure an accident like this doesn't happen again." The pilot of the crashed plane "is not eligible to fly for Taquan at this time," Salazar said. "This follows our company protocols and there is no existing timeline for reinstating his status." Wednesday's NTSB report detailed the sequence of events leading up to the crash. The pilot had picked up 10 passengers at Steamboat Bay Fishing Club, a luxury lodge on Noyes Island, around 7:45 a.m. July 10. "Marginal visual meteorological conditions prevailed," according to the report. The flight had been cleared to take off after meeting the requirements of a company's risk assessment procedure, Salazar said. Two Coast Guard Air Station Sitka MH-60 Jayhawk helicopter crews rescue 11 people after a floatplane crashed 39 miles south southwest of Ketchikan, on Prince of Wales Island, July 10. (U.S. Coast Guard photo) The group was flying back to Ketchikan when visibility "decreased rapidly" around an area called Sulzer Portage - quickly going from "3-5 miles to nil," according to the report. The pilot tried to turn around, saw what he thought was water and became "momentarily disoriented." "Shortly thereafter, he realized that the airplane was approaching an area of snow-covered mountainous terrain" so he tried to climb sharply to avoid it, according to the report. "As the emergency climb continued, the airspeed decayed, and the airplane subsequently collided with an area of rocky, rising terrain." The impact into Jumbo Mountain, about 9 miles west of Hydaburg, sheared off the plane's floats. Passengers on the plane told the NTSB investigators they were nervous as the weather closed in. One man said he noticed "numerous course deviations" and times when "all forward visibility was lost" as the plane flew through clouds. "(The passenger) said he became uncomfortable and was thinking it would be prudent just to land on the water," the report said. Another man seated toward the rear of the plane texted a fellow passenger to "ask the pilot to land and wait for the weather to improve." Both passengers said they couldn't see the mountain until just before the plane crashed into it. One described seeing a "large mountain loom directly in front of the airplane" and thinking there must be a pass around it because the plane couldn't climb above it. The Terrain Awareness and Warning System, which is supposed to sound an alarm when a plane is about to fly into a mountain or other terrain, was in the "inhibit mode" at the time of the crash, according to the report. The Federal Aviation Administration doesn't require the system to be used when a plane is flying under visual flight rules, said Salazar. One of NTSB recommendations that came from the investigation into the 2015 Promech Air crash was to fix the nuisance alerts problem that led some pilots to turn off the warning system. Taquan's president said the report released Wednesday "reiterates the need for the FAA to implement ways to provide effective terrain awareness and warning system protections while mitigating nuisance alerts." "This issue is important to us, and we are dedicated to working with the FAA and other operators to address it." NTSB investigators are still in the process of analyzing the crash, said the agency's Alaska chief, Clint Johnson. https://www.adn.com/alaska-news/aviation/2018/07/18/ntsb-terrain-warning-system-in-floatplane-that-crashed-near-ketchikan-was-turned-off/ Back to Top Back to Top FAA Cautions Operators on Part 91 Exemption Limits The FAA is advising operators to check exemptions and special conditions on their aircraft to ensure they have been abiding by any limitations included. Recently, the FAA became aware that some airplanes added to a flight department's operations specifications have had exemptions containing certain conditions that may have been overlooked by the operator, the agency said. According to the agency, several petitioners have been granted full or partial exemption from emergency exit provisions of Part 25.813(e), mainly to allow the petitioner to install executive interiors on an airplane. The list of specific conditions applicable to this exemption includes one requiring that the airplane not be operated for hire or offered for common carriage. The FAA told AIN that to date, "We have not found any Part 135 operator to be flying with this exemption applied to an aircraft, but there is a potential for one, and we are actively working with the operators to validate and ensure they are not." To emphasize this particular limitation and recommend actions, the agency has published InFo for operators' letter 18006. The InFo letter advises operators to review their fleets' aircraft records for exemptions related to Part 25.813(e). If exemptions are noted, the letter recommends that operators "review the conditions and limitations section for information that may preclude operating the aircraft for hire or offering it for common carriage." https://www.ainonline.com/aviation-news/business-aviation/2018-07-19/faa-cautions-operators-part-91-exemption-limits Back to Top Pilot in fatal Truckee plane crash had expired medical certificate, FAA says a single-engine, four-passenger Navion-B plane The pilot whose private plane crashed south of Truckee on Tuesday morning was flying with an expired medical certificate, according to multiple sources. Flying without a medical certificate is an illegal violation of Federal Aviation Administration regulations, according to Ian Gregor, public affairs manager for the FAA's Pacific Division. The accident killed the pilot, 67-year-old Kenneth Whitall-Scherfee of Carmichael, and one of his passengers, 55-year-old Peter Jackson of West Hollywood. The plane's only other passenger, whose identity has not been released, was being treated for critical injuries in a Reno-area hospital as of Thursday afternoon. To fly a private plane - in Whitall-Scherfee's case, a 67-year-old Navion B fixed-wing single-engine craft - a pilot must possess both a private pilot license and a third-class medical certificate. The former is good for life; the latter validates the former and must be renewed periodically. No one covers what is happening in our community better than we do. And with a digital subscription, you'll never miss a local story. Whitall-Scherfee received his private pilot license in January 2014, and last had his medical certificate renewed in May 2017, according to the FAA's website. His medical certificate came with two specific caveats: that the pilot "must have available glasses for near vision" and that the certificate was "not valid for any class after," according to the FAA's website. That second clause refers to the early expiration date of Whitall-Scherfee's medical certificate. Third-class medical certificates are typically valid for 24 months for pilots over the age of 40, Gregor said. But Whitall-Scherfee's was valid for only 12 months, and so expired on May 31, 2018, according to a representative from the Aerospace Medical Certification Division who had access to Whitall-Scherfee's records. Gregor confirmed that Whitall-Scherfee's medical certificate was valid for neither Tuesday's flight nor the two months prior. Gregor said he was not at liberty to speculate on or disclose why Whitall-Scherfee's medical certificate expired sooner than most. Robert Katz, a flight instructor and pilot of 37 years, said pilots whose medical certificate applications are initially rejected, then granted after an appeals process, sometimes receive certificates with shorter durations. Pilots who violate FAA regulations can face a variety of sanctions, ranging from warning letters to license revocations, Gregor said. Gregor said that flying without a medical certificate was not typical. "It's not common, but it occasionally happens," Gregor said. Katz said he believes the phenomenon is "pervasive," and that pilots fly without medical certificates "every day of the week." Whitall-Scherfee had reported having issues with the plane's engine after taking off from the airport, and was trying to return there when the crash took place, Gregor said. The pilot sent out a mayday call after takeoff, the Placer County Sheriff's Office tweeted. The crash occurred south of the Truckee-Tahoe Airport, between Highway 267 and the Northstar mountain area, said Officer Pete Mann, a spokesman with California Highway Patrol in Truckee. The National Transportation Safety Board is investigating the crash. https://www.sacbee.com/news/local/article215190260.html Back to Top 24 pilots suspended in last three years: Jayant Sinha (India) Twenty four pilots involved in various cases of accidents and technical snags were either suspended or off-rostered during the last three years, the Lok Sabha was informed today. Minister of State for Civil Aviation Jayant Sinha in a written reply in the House said that 58 aircraft maintenance engineers were also found "blameworthy for snag" due to maintenance error and were either suspended or issued warning. With regard to technical snags and defects, he said the DGCA has laid down regulations and procedures wherein operators are required to monitor snags and take corrective actions on the "adverse trend". "Based on the review of investigation report during the last three years, 24 pilots were suspended/off-roastered and were released subsequently after undergoing corrective training," Sinha said. He said aerodrome license of an airport was also suspended due to the deficient upkeep of the operational area. He also gave a breakup of the year wise accidents of Indian civil and foreign registered aircraft and helicopter. While 10 cases were reported in 2015, it stood at seven each in 2016 and 2017 and three till date in 2018. https://economictimes.indiatimes.com/industry/transportation/airlines-/-aviation/24-pilots-suspended-in-last-three-years-jayant-sinha/articleshow/65060057.cms Back to Top Aviation industry urged to hire more women as staff shortages loom FARNBOROUGH, England (Reuters) - Executives from top aerospace and aviation companies called on Thursday for stepped-up efforts to attract more women, saying this could help solve looming shortages of pilots, mechanics and top managers in the traditionally male-dominated sector. A woman pilot poses for a photograph in the A320 flight simulator at the Aeroflot training centre at Sheremetyevo airport outside Moscow, Russia, February 20, 2017. REUTERS/Grigory Dukor The industries are coming under scrutiny because of the low numbers of women employed as senior executives or airline pilots. At the same time, a growing shortage of pilots is putting the sector's recent growth at risk. The head of Qatar Airways, Akbar Al Baker, caused a storm last month when he said that a woman could not do his job, although he later apologised, saying his comments had been intended as a joke and were taken out of context. Charlotte Pedersen, chief executive of Luxaviation Helicopters, a private aviation operator, said urgent action was needed since the sector faced a potential "huge gap" in management capacity in a decade as current executives retired. "We can't just recruit from half the population," Pedersen, the first female pilot in the Danish air force, told a panel discussion at the Farnborough Airshow. Ethiopian Airlines female pilots prepare the plane before takeoff at Bole international airport in the capital Addis Ababa, November 19, 2015. REUTERS/Tiksa Negeri Marnie Munn, an airline captain with easyJet (EZJ.L), told the conference that only three to four percent of pilots globally were women. Jane Basson, chief of staff to Airbus CEO Tom Enders, said women now accounted for 17.5 percent of the company's workforce of 140,000 but that was just a tick up from 15 percent in 2005. "It's not progressing fast enough," she said, adding that her company was now using data analysis tools to understand why it was proving so difficult to recruit and retain women. In addition, she said Airbus (AIR.PA) was using tools such as smart phone applications to provide encouragement and support to workers, but could tailor those to reach women specifically. Hundreds of industry executives attended the panel, with many signing a UK charter that commits organisations to support promotion of women to senior roles, set their own targets and report on their progress to boost accountability. More than 50 aviation and aerospace companies with operations in Britain have signed the charter, and the number is growing, said Katherine Bennett, a senior vice president with Airbus. It is modeled on a similar pledge in the finance sector. Signatories also agree to have a senior executive oversee diversity efforts, and to link pay of senior executives to meeting internal targets on gender diversity and inclusion. Budget airline easyJet has a target that 20 percent of its new pilots should be female by 2020 and British Aviation Minister Liz Sugg said other firms were taking similar steps. But more work was needed to close pay gaps that often exceeded 50 percent in the aerospace sector, add women to corporate boards and recruit more female pilots, she said, noting that women make up just 5 percent of pilots at UK-registered airlines. "We really do have a long way to go before these barriers disappear altogether. There are fundamental gender issues in aviation and aerospace," Sugg said. https://www.reuters.com/article/us-britain-airshow-gender/aviation-industry-urged-to-hire-more-women-as-staff-shortages-loom-idUSKBN1K9293 Back to Top Ethiopian Airlines says it is in talks for stake in Eritrean Airlines ASMARA (Reuters) - Ethiopian Airlines is in talks to take a stake in Eritrean Airlines and a study will be conducted to determine the size of the acquisition, the Ethiopian carrier's chief executive said in an interview on Thursday. Ethiopian Airlines Chief Executive Officer Tewolde Gebremariam speaks during the ceremony as they resume flights to Eritrea's capital Asmara at the Bole international airport in Addis Ababa, Ethiopia July 18, 2018. REUTERS/Tiksa Negeri "We are assessing the situation of Eritrean Airlines right now," Tewolde GebreMariam told Reuters during a visit to the Eritrean capital Asmara. "I spoke with the CEO yesterday. They have one leased airplane - a (Boeing) 737. We have started discussions." Tewolde traveled to Asmara on Wednesday with an Ethiopian delegation on the first commercial flight from Ethiopia to Eritrea in 20 years - cementing a stunning rapprochement that has ended a generation of hostility between the neighboring Horn of Africa countries in a matter of days. The two 90-minute flights put the icing on the cake of a peace push by new Ethiopian Prime Minister Abiy Ahmed. His first three months in office have turned politics in his country - Africa's most populous after Nigeria - and the wider East African region on its head. "It is beyond opening routes. This one is different because politically, economically and socially, the flight we flew yesterday is going to make radical changes between the peoples of Ethiopia and Eritrea. It is a game changer," Tewolde said. The CEO said that based on the demand and bookings he had seen, starting in a couple of weeks Ethiopian Airlines would fly twice daily to Asmara. "We plan (also) to fly to Massawa and Assab. We have not assessed the market (in the two towns), so we will send market research people," he said. "The demand is heavy not only because of Eritrea and Ethiopia but also demand from Eritreans living in Europe, America and so on who are eager to visit friends and relatives in Asmara," he added. "Connections were (previously) not smooth for them to come back home. They have (had) to go through Dubai or Istanbul and it is not convenient. Now they will have direct flights from the U.S., Canada and Europe." NEXT STAGE OF GROWTH As the country prepares to open up its state-owned enterprises for private investment, Ethiopian Airlines is ahead of the curve on that front and will evaluate whether it needs capital or not in its next stage of growth. "For the time being, we have business units ready for private investors. The hotel business, aerospace manufacturing (arm), and logistics," Tewolde said. "As we go forward, we will see other areas requiring investors." The airline has been buying shares in other African airlines, a strategy aimed at gaining a competitive advantage against rivals such as those in the Gulf. Tewolde said that if African carriers are interested in cross-exchange of equity, the airline, the continent's largest by revenue and profit, according to the International Air Transport Association, would evaluate the proposition. The CEO said they would prefer joint ventures. "We are open to investment and actively recruiting investors," he said. https://www.reuters.com/article/us-ge-results/ge-beats-diminished-profit-expectations-trims-cash-flow-target-idUSKBN1KA1A4 Back to Top Rolls-Royce turns to robotic insects and snakes for future aircraft maintenance • Tiny robots working alongside humans Forward-looking: Despite sounding like something from a science-fiction movie, Rolls-Royce is planning to use robots inspired by snakes and cockroaches to carry out future maintenance on aviation engines. As part of its IntelligentEngine vision, the British engineering firm, which is separate from the luxury car company, teamed up with the University of Nottingham and Harvard University for the project. The plan is for miniature Swarm robots, which measure around 10mm diameter, to be deposited into the center of a plane's engine while it's still on the aircraft's wing. They will carry a camera and a 3D scanner that allow operators to inspect the engine and look for any problems via a live feed. The robots' small size mean they would be able to access hard-to-reach areas without needing to remove the engine from a craft. The Swarm robots will be placed in their starting locations using FLARE-a pair of 'snake' robots that are flexible enough to travel through an engine, much like an endoscope. These are also able to carry out engine inspections and repairs. Rolls-Royce also unveiled plans for the Inspect robots-a network of pencil-sized machines that remain inside an engine permanently. Thermally protected from the extreme heat, they could be used to monitor an engine's health. "There's lots of things that aren't ready yet, there's more work to do yet to get this more mature," said James Kell, on-wing technology specialist at Rolls. Getting the cockroach-like Swarm robots back out of the engine is one issue that still needs to be addressed. "The aim is to service engines within hours rather than days," Kell added. Rolls-Royce announced its plans at the Farnborough Airshow, the same event where Aston Martin revealed its flying vehicle concept, which was designed in collaboration with the engine company. https://www.techspot.com/news/75577-rolls-royce-turns-robotic-insects-snakes-future-aircraft.html Back to Top Boeing to build two new 747-8 aircraft for presidential use Boeing has been awarded a USD 3.9 billion contract to build new 747-8 aircraft to replace the two 747-200s that serve as the presidential Air Force One fleet. On Tuesday Pentagon officials said Boeing Co was awarded a $3.9 billion contract modification for two 747-8 aircraft for presidential use under the Air Force One name. Initial arrangements for the construction of new airplanes were achieved under Barack Obama. However, in 2016, Donald Trump was outraged at the cost of the transaction of USD4 billion. Boeing received a contract to build new aircraft destined for US presidents at a big discount, the WSJ notes. Discount, according to the publication, taking into account inflation, will be USD1 billion. Construction of aircraft by the special order will begin in 2019. Work on the contract is expected to be completed by December 2024, and according to President Donald Trump the new aircraft will be painted in red, white and blue. Air Force One is the official air traffic control call sign for a United States Air Force aircraft carrying the President of the United States. In common parlance the term describes those Air Force aircraft designed, built, and used to transport the president. The presidential aircraft is a prominent symbol of the American presidency and its power. From Presidents Roosevelt to Trump, Boeing airplanes have transported U.S. https://defence-blog.com/aviation/boeing-build-two-new-747-8-aircraft-presidential-use.html Back to Top Delhi's IGI Airport to get TaxiBots to pull aircraft from parking bay to the runway; here's why (India) In a bid to control air pollution and to help airlines save fuel, Delhi's IGI airport operator is all set to buy TaxiBots, which are pilot-controlled semi-robotic machines. According to a DIAL spokesperson, the initiative will significantly improve the quality of air at the airport and nearby areas. Delhi IGI Airport: In a bid to control air pollution and to help airlines save fuel, Delhi's IGI airport operator is all set to buy TaxiBots, which are pilot-controlled semi-robotic machines. The TaxiBot will pull the aircraft from parking bays to the runway with the engines switched off, according to an HT report. Moreover, only when the aircraft reaches the runway starting point, the ignition will be turned on for the take-off. The airport operator said that these bots will be only used for departing flights. According to DIAL (Delhi International Airport Limited) officials, during certification trials, the cost of fuel used during taxiing by the bots was brought down by 85 per cent. An officer was quoted in the report stating that a Taxibot will be driven to an aircraft stationed at the apron area, which is preparing to take off. Then the plane and the Taxibot will be attached. The Taxibot will hold the aircraft's nose wheel and will lift it slightly. Following this, the plane's pilot will transport the aircraft from the terminal gate to the runway without switching the aircraft's engine on. To enable warm-ups and technical checks, the engine will be turned on only a short while before the take-off, the official added. Currently, the engines are switched on after passenger boarding is over and remains on while taxiing till the time the aircraft reaches its designated runway. The report claimed that the TaxiBot can attain a maximum speed of 23 knots. The officer claimed that by using the bots, the airport will benefit in many ways such as congestion at boarding gates will reduce, carbon dioxide emission along with other noxious gases will reduce and also the risk of jet blast incidents at the apron area will reduce. Further to this, the officer also claimed that the airlines will save fuel and reduce damage to a plane's brakes. According to a DIAL spokesperson, the initiative will significantly improve the quality of air at the airport and nearby areas. Additionally, it will help in reducing noise pollution as well as fuel consumption. In the month of September, a three-month trial of the TaxiBots will start in association with KSU Aviation Pvt Ltd, which will hand over the TaxiBots to DIAL. The report also mentioned that the TaxiBots have been manufactured by Israel Aerospace Industries (IAI) https://www.financialexpress.com/infrastructure/airlines-aviation/delhis-igi-airport-to-get-taxibots-to-pull-aircraft-from-parking-bay-to-the-runway-heres-why/1251896/ Back to Top Aircraft demand in Mideast valued at $754b in 20 years • Boeing projects demand for 2,990 aircraft from Mideast Demand for commercial aircraft from Middle Eastern airlines is expected to reach 2,990 aircraft, valued at a total of $754 billion, according to the latest report from Boeing. The American aircraft manufacturer on Tuesday revised its 20-year forecast for commercial aeroplanes higher on the back of growing passenger traffic and upcoming aeroplane retirements. In its report, presented at the Farnborough International Airshow, Boeing said it expected to see global demand for 42,730 new jets over the next 20 years, valued at $6.3 trillion. The report predicts a 4.1 per cent increase in the total number of aeroplanes compared to the previous forecast. For the Middle East specifically, Boeing said, "While most of the deliveries to this region in the past decade [have] been used for fleet growth, we forecast a large replacement requirement to emerge within the coming decade, driven in part by the availability of new-technology aeroplanes such as the 787 and the 777X." "The region also has a substantial fleet of older, single-aisle aeroplanes, which provides opportunities for replacement with new aircraft like the 737 MAX." Of the new 42,730 new aircraft set to be in demand globally, 44 per cent will be to replace older aircraft, while the rest will support airlines' growth plans. https://gulfnews.com/business/aviation/aircraft-demand-in-mideast-valued-at-754b-in-20-years-1.2253142 Back to Top As Boeing Chases Futuristic Air Travel, Safety Conundrums Loom • Planemaker creates 'Next' unit to help tackle the challenges • Company's chief technology officer sees 'inflection point' Aurora Flight Sciences, which Boeing now owns, is working on a flying taxi project with Uber Source: Karen Dillon for Aurora Flight Sciences Before flying Ubers can zip people over crowded city streets, regulators and planemakers such as Boeing Co. and Airbus SE will first need to figure out a series of safety conundrums and technical dilemmas. Among the questions: What's a reasonable amount of backup energy to require for winged electric vehicles, especially when current battery technology will only support about 20- to 30-minute journeys? U.S. regulators require commercial jetliners to carry extra reserve fuel in case flights are forced off schedule by foul weather, congested airports or other causes, or if the plane has to divert to another airport. "A 30-minute reserve isn't going to work on a 20-minute flight time," said John Langford, founder of Aurora Flight Sciences, purchased last year by Boeing for its pioneering work in autonomous flight. A model of the Boeing Horizon X cargo transporter concept Photographer: Simon Dawson/Bloomberg It's the type of multifaceted challenge, encompassing new technologies and regulatory complexities, that the Chicago-based manufacturer plans to tackle with a newly formed unit, Boeing Next. The company is creating the operation as a companion to HorizonX, its venture-capital arm, which is focused on fostering futuristic technologies. Steve Nordlund will head both initiatives. Fleets of strange new electric flying machines are apt to be buzzing over congested city streets within years -- not decades, given the rapidly evolving technology for batteries and artificial intelligence, Greg Hyslop, Boeing's chief technology officer, told reporters at the Farnborough air show. The new unit will serve as an incubator of sorts, he said. If it proves successful, Boeing Next eventually could "stand up on its own" as a business. 'Inflection Point' "We're at an inflection point where things will change, and change rapidly," Hyslop said. E-commerce and creaky "terrestrial infrastructure" that's struggling to keep pace with increasingly mobile populations are among the forces driving this new trend. But formidable obstacles remain, starting with the complex traffic system needed to keep flying taxis from colliding with buildings, cars, drones, conventional aircraft and of course people on the ground. Aerospace analyst Richard Aboulafia is among the skeptics that the new technology, and regulations to manage it, will be developed in the next decade. "2040 is very aggressive to me, but not inconceivable," he wrote earlier this year. To take root, the industry will need "an alchemical mix of autonomy, hyper-efficient manufacturing, battery improvements/air vehicle electrification, and the discovery of unobtanium," he quipped. Flying Uber Boeing bolstered its portfolio of unconventional pilotless aircraft last year by buying Aurora, which is among the companies vying to develop a flying taxi with Uber Technologies Inc. Aurora has been inventing autonomous vehicles since the late 1980s, and its portfolio of novel flying machines includes a two-seat robotic copter known as an eVTOL (an abbreviation for electric vertical take-off and landing). Aurora decided to merge with Boeing after realizing it would need far deeper resources to win regulatory support for its revolutionary new vehicles and the artificial intelligence that will operate them, Langford said Tuesday. Its first project following the acquisition: developing a new eVTOL for Boeing. As to the fuel-reserve conundrum, "that's a case where the regulators are being very, very reasonable," Langford said. Manufacturers will need to craft a plan that addresses what can go wrong, along with the flexibility of vehicles that don't need 5,000-foot-long runways. Another Aurora invention involves helicopters that can rapidly and safely select their own landing sight. "The real question: is there a market for a plane that flies 20 to 30 minutes?" Langford said. "We'll see. We're going to do the experiments and we're going to find out." https://www.bloomberg.com/news/articles/2018-07-17/as-boeing-chases-futuristic-air-travel-safety-conundrums-loom Back to Top The First Jet Pilots • First-hand accounts from the pilots who brought us into the jet age-sometimes the hard way. An Me 262 replica flees a Mustang near the Military Aviation Museum in Virginia Beach. For pilots of propeller-driven airplanes, used to small differences between top speeds, jets were a shock: Me 262s were 120 mph faster than P-51s. (Lyle Jansma/Aerocapture Images) Pilots who fought in the last years of World War II were flying airplanes refined by years of combat experience and engineering, the most advanced piston-engine aircraft ever built. Post-war, they were subjected to something entirely new: jet-powered fighters. The basics of flying were the same, but the propulsion was revolutionary. Few two-seat trainers existed. "Besides, since you're all experienced fighter pilots," one squadron leader told his cadre of jet aviation novices, "you don't need any dual instruction before flying jets." But the transition from propeller-driven airplanes was daunting-23 military jets crashed between 1945 and 1950, killing 36 (including victims on the ground). Among the dead was the highest-scoring U.S. ace of the war, Richard Bong, killed during a Lockheed P-80 Shooting Star test flight. The following accounts of early jet experiences come from veteran aviators who entered the Jet Age the hard way. Roy W. Brown Jr. First Lieutenant, U.S. Army Air Forces 1945: P-47 Thunderbolt to Me 262 Swallow I flew 84 P-47 combat missions. I engaged German fighters just once, late in the war not far from the Rhine [river]. My wingman saw Fw 190s flying in the opposite direction. I got on the tail of one. The P-47 was not as maneuverable as the 190, but the 190 had a flaw. In a real sharp turn to the left, it would stall. I found out I could turn inside him. I got strikes and he eventually bailed out. On V-E Day [Victory in Europe, May 8, 1945], I was told the Air Force wanted to talk to a couple of pilots from our group. In my case, they came to me and asked what I knew about jet engines. I told them I didn't know much, but I was a chemical engineer. On June 3, I was flown to Lechfeld where they were working on Me 262s. There were quite a few German mechanics and two German test pilots; they were pro-American and spoke very good English. Not only had I never flown a jet, I'd never flown a twin-engine aircraft or one with tricycle landing gear. All of it was new to me. The Me 262 was nice-looking, more streamlined than a P-47 and not as noisy. The controls-throttle, stick, and the rudder pedals--were about the same as a P-47. Starting up was more complicated: You had to get the engine to 1,000 rpm or so before you could start feeding fuel. On June 10, we flew nine planes to Melun, near Paris. We had gotten used to the controls and instruments, but my very first flight wasn't until June 8, in a two-seat, dual-control version. Karl Baur, one of the German test pilots, sat in the back seat and took each of us up. Before we took off Baur said: "When you come in for a landing keep your speed. If you're throttled back then need power, you can push the throttle forward, but you won't get power until the engine rpms come back up." That's really all he said. So I took off, flew the traffic pattern, and landed. Eight minutes. I don't think Baur touched the controls. On the 10th, they lined up all nine planes. The weather was good, sunny and clear. Mine was number six. We took off one at a time at 20-minute intervals. That way, if one plane had a problem landing at Melun, they'd have time to clear it before the next plane came. The distance to Melun was 375 miles. Near ground level, the Me 262's range was only about 300 miles, but I figured if I got up to about 10,000 feet and flew straight to Melun I'd have plenty of fuel. We had no radio but we had maps, and I'd been flying that area for four or five months, so I had no problem until I'd flown about halfway, [beyond familiar territory]. I didn't see any landmarks but before I really worried about it, I saw the field ahead and to the left. I was the sixth to take off but the first to land. All the others made it safely. In July, we flew the aircraft to Cherbourg so they could be loaded onto an aircraft carrier for transport to the States. I don't remember any apprehension about flying the Me 262. It was just another flight we had to make. We just learned what we needed to. Just another assignment. Lester R. "Bud" Smith Ensign, U.S. Navy 1950: F4U Corsair / F6F Hellcat to F9F Panther F9F Panthers were only four months in service when photographed aboard the USS Boxer in September 1949. They were already outclassed by MiG-15s when the Korean War began the following June. (US Navy) I was slated to go to Korea in the F4U. When I reported to [Naval Air Station] San Diego in September 1950, I was still a flying midshipman. They allowed me to check out in F6Fs, so I was alternating flying F6Fs and F4Us. We younger pilots used to do "combat." I never did lose a "battle." The F4U can't stay with the F6F in a turning circle so when I flew in the F4U, I made the battle go vertical. An F6F just can't accelerate with an F4U. When the Essex air group came back from Korea we were supposed to fill in for people being transferred out. I was told I was going to be in VF-53, an F4U squadron. But when they cut the orders, I was ordered to VF-52, a jet squadron. I thought there was a typo, but I wasn't going to tell anybody. At that time, they were flying F9F-3s. Lockheed will tell you that nine out of 10 jet pilots are trained in Lockheed jets-the T-33. That's true, but I'm one of those one out of 10; my first [jet] flight was in an F9F-3 on the 18th of December, 1950, just a couple weeks after I joined the squadron. There were four of us with an experienced flight leader. They told us it would be slow getting in the air. Don't pull the stick back until you got to 105 mph. I had gone 4,000 feet down the runway, about halfway, and I hadn't even cracked 40 mph. I figured the airplane was going to go off the runway into the bay, and they were going to fish me out. Suddenly, the airspeed indicator started to move visibly: 105, 110, 125. The airplane started to lift off at about 140 and I was airborne. The flight leader put us in echelon formation at 20,000 feet. He would peel off and you would follow him after 20-second intervals. Then he would turn 180 [degrees] and you would rejoin him-or try to. In an F4U, you can have 40 knots on the leader, go sliding in there fast, pull the power back, and that big prop becomes a brake, slows you down on the spot. The first time I did that in the Panther, though, I came sliding in there smartly, pulled the power back to idle-and I went by him like a rocket. You have to think way ahead of the jet. Landing was good because of the visibility from a tricycle landing gear airplane: You could see down the end of the nose. But that first field landing-when I put it close to the runway and held the nose off to slow down, the doggone airplane didn't slow. It kept rolling like it's going to roll forever. I'd say I used three-quarters of the runway that first time. The bad thing about the F9F-3 was its Allison engine. It was not very reliable. I had 136 carrier combat missions in Korea, all in F9F-2s [a later and better version, despite the number] and, boy, I bless myself. Clarence E. "Bud" Anderson Major, U.S. Air Force 1950: P-39 Airacobra / P-51 Mustang / P-82 Twin Mustang to F-94 Starfire The F-94 Starfire was among the first U.S. Air Force all-weather jet fighters and was Lockheed's interim step between the P-80 and F-104 Starfighter. Technology changed so rapidly in the post-World War II period that only 10 years separated the Starfire's first flight from its retirement. (USAF) I thought the P-39 was great until I flew the P-51. We didn't have P-51 pilot manuals, but we were so happy to get them we didn't care. Still is my favorite aircraft: looked good, flew good, made a great sound. Long range but still quite maneuverable. I went into combat in February '44. I flew 116 missions and got 16 kills: eight Bf 109s, eight Fw 190s, and one-fourth of a Heinkel 111. I ended up being at [Dayton, Ohio's] Wright Field in 1947 or 1948, but I had to go to Alaska first. Took a P-82 Twin Mustang up there and tested it in the cold weather. Beautiful country but a lousy airplane. In April 1950, we got our first F-94B-a stripped-down version with no controls in the back. Before my first flight I just got in and familiarized myself. You have the same basic flight controls. Someone stood on the wing, leaning over my shoulder, explaining the controls. The pilot who was to take it up next leaned over my other shoulder listening in. Meanwhile, my boss Dick Johnson-a big practical joker-snuck in the back where the radar operator would fly. A huge panel of data-gathering instruments separated the two compartments so I couldn't see him. After the briefing I fired it up, lowered the canopy, taxied out, and took off. Unlike in the Mustang, for takeoff you didn't have to hold a bunch of rudder to offset the torque. Jets went straight down the middle, though the earlier ones took a little bit longer to roll. Tricycle gear also made it easier. You were looking down the runway right away. The engines were the big thing. The early engines were not as reliable as the good old Merlins. But as far as flying, you didn't have to worry about big trim changes. Did I notice the speed difference? Oh, God, yes! My house was right off the end of the runway, so whenever I took off, I always banked off over there to inspect my investment. Suddenly: "I'm on your ass! You've got 10 seconds to get me off!" I slammed my stick sideways. React first, figure it out later. I though it was some jerk jumping me on takeoff, sucking me into a dogfight. I'm trying to shake him, deceive him, you know, even though it's a test flight. Pretty soon, Dick couldn't help it-he laughed. I'd been had, but I think Dick had second thoughts. When we landed, he crawled out sweaty, his oxygen mask askew. Kenneth O. Chilstrom Captain, U.S. Army Air Forces 1945: P-40 Warhawk / A-36 Apache to P-59 Airacomet Not all jets were superior to props. Despite propulsion from two General Electric J31 turbojets, the P-59 was slower than contemporary piston-engine airplanes, and never saw combat; some were kept to teach U.S. pilots how to fly jets. (USAF) I flew the P-40N model. We put 75 new aircraft on board the USS Ranger at Norfolk. About 100 miles from Casablanca, they launched us. I was number 35, right in the middle of the pack. The propeller torque got each one, and they drifted off to the left. Down near the water, they got additional ground effect lift, so we all made it. I transitioned to the A-36, an early P-51 model with dive brakes. It was easier to handle than the P-40 but had a single-stage blower so we didn't fly much above 12,000 feet. Quite lethal against trains, trucks, anything that moved. I had 80 missions over Sicily and Italy and came home in November 1943. My next assignment was Wright Field-first in maintenance, but after six months, I transferred to test operations. The first jet I flew was the Bell P-59. We were given briefings by the contractors. Most airplanes follow the same pattern as far as the cockpit and controls. A jet is just different propulsion. I ended up being the project guy on the -59 and in February 1945, had the first major jet accident in a U.S. military airplane. We had two P-59s at Wright Field and one was supposed to go to [the National Advisory Committee for Aeronautics] at Langley Field [in Virginia]. The weather was marginal the morning I was going to deliver the airplane, [but] the weather changed. So I took off in the P-59 and climbed to 20,000 [feet], intending to refuel at Roanoke before going on to Langley. But the weather was unsatisfactory for a VFR landing at Roanoke, and I didn't have the electronics for an instrument landing. I turned towards Greensboro [North Carolina]-my alternate-but halfway there, one engine stopped for lack of fuel. Near Reidsville, I saw a little 3,000-foot airstrip. I landed, got refueled, and made plans to take off in the morning for Langley. On takeoff, I got about halfway down the runway, and I lost thrust. I didn't have enough runway to put it back on the ground, so I went into the trees. The airplane was completely torn apart. The nose, the tail, all the right wing, and half the left wing came off. What saved me was the fact that the two engines gave structure to the cockpit. When I stepped out, the airplane was on fire. Fortunately, kerosene doesn't burn like gasoline. I was wearing a Notre Dame-style football helmet. I had a bump on my forehead from hitting the stick, but that was all. I called Wright Field and they sent a converted P-38 two-seater to pick me up. Next day I was back at Wright Field. Donald Q. Griffith Captain, Ohio Air National Guard 1951: P-40 Warhawk / F-51 Mustang to F-84 Thunderjet / F-86 Sabre In contrast, pilots flying the F-86 considered it the best fighter airplane of its era. (John Dibbs/The Plane Picture Company) I got my wings in '44. I transitioned into the P-40 and then the P-51. The P-40 was big, and the P-51 was much smaller and faster. We got combat-ready in a P-51, and we were ready to ship to Europe but the war ended. I went to college, flew P-51s on the weekend, and had a really good time. I graduated, started work, got married, had a boy, and then found myself called back to active duty in 1951. We were changing to jets by now-the F-84C Thunderjet-but we had no two-place airplanes. They just put us in the cockpit. We started the engine, they said good luck, and away we went. The Mustang and Thunderjet have different gauges, switches, and procedures, but [familiarization] is all done on the ramp while you're studying the cockpit. Once you get in the air, flying them is not that much different. The only real transition was takeoff and landing: using rudder for the Mustang, needing more runway for the Thunderjet. The F-84 probably had less vibration than a P-51, but it was not a quiet aircraft. It was underpowered and relatively slow. Also, a lot heavier; it's built to carry bombs. The -51 was built for shooting guns. When we got orders to go to Korea, three of us got assigned to the F-86s while the rest of the guys went F-84. Transitioning to the F-86-that was no problem. I got to Korea in June 1951, 4th Fighter Group, 335th Fighter Squadron. I flew 68 combat missions. Shooting was easier because you didn't have to put in rudder all the time to fight the prop torque. The F-86 was the best airplane in the world. George G. Loving Jr. Captain, U.S. Air Force 1951: Spitfire / P-51 Mustang / P-47 Thunderbolt to F-80 Shooting Star A P-80 (soon redesignated F-80) on the tarmac in Cleveland, Ohio. Though not available to George Loving, two-seat versions like the T-33 were common in U.S. service from the 1950s until the '70s. (NASA) I joined the 31st Fighter Group in Italy in October 1943, and flew 101 combat missions in Spitfires Mark V and Mark IX-probably the best fighter aircraft in the world but didn't have enough range. I had been in the outfit five months when we got P-51 Mustangs. The P-51 was the one that had the range. It ended up being the best fighter airplane at the end of the war. I flew 50 more missions in a P-51 and shot down five enemy aircraft. My post-combat flying assignment was as a P-47 instructor. I was at Langley when North Korea invaded South Korea. Far East Air Force requested Mustang pilots, so I volunteered. The available airfields in Korea had short, unimproved runways, so there was an urgent need for Mustangs. I flew a half-dozen close air support missions from Taegu, Korea before I got sidetracked into flight operations. Then my group commander asked me if I wanted to get into jets. I said yes, so he assigned me to the 49th Fighter Group, 9th Squadron. The squadron operations officer handed me a copy of the F-80 operating instructions. "You know the drill," he said. I studied the instructions for a day and passed a 50-question written examination. Then I spent time in the cockpit and took a blindfold test. Bud Evans, an old hand in the squadron, called out the names of controls, gauges, switches, and levers; I pointed to the location or touched it. They didn't have a two-seater to check out with. I flew an F-80C with Bud tagging along. I made some turns and stalls, a couple of chandelles and barrel rolls, a high-speed dive, and a high-G recovery. I was an experienced fighter pilot and I knew the ropes. The F-80 was a wonderful airplane: very stable, forgiving, no bad habits, very versatile. It was very easy to fly. So I got 10 hours, and then I started flying combat. For the rest of the war, I flew the F-80 [on] 113 missions. My first combat mission in the F-80 wasn't very exciting. We rocketed a building which supposedly contained a lot of enemy troops. Later I did all sorts of things: dive-bombed airfields, did dawn searches for locomotives, put bombs in tunnel entrances, did rescue missions-everything you could think of. My most memorable F-80 flight I think was the May 1951 raid on Sinuiju airfield right across the Yalu River from the Antung MiG base. I led 42 F-80s in an attack on Sinuiju's anti-aircraft emplacements. Several hundred airplanes were involved. We wiped it out. Edward B. "Buzz" Purcell Jr. Lieutenant, U.S. Navy 1953: F4U Corsair to F2H Banshee F2H-3 Banshee I got my wings in December of 1945, but they let us out of the Navy so I returned to college. I was called up for Korea in '52, went to Moffett Field, and joined VF-152, an F4U squadron. It was really a thrill to fly that plane. I flew 25 combat missions in an F4U. When we got back from Korea, our squadron received the F2H-3 Banshee. The squadron commander told us we were experienced fighter pilots; we didn't need any more special training. We got the Banshee handbook and studied that for a couple weeks. We had to know all the emergency procedures and pass a blindfold cockpit checkout. Within a month, we started flying. On my first hop, I did everything according to the way they told us: Try a few stalls but be sure you're at about 20,000 feet. On your first landing, don't come to a full stop. Take off again, come around, shoot three or four landings. The Banshee did not accelerate like the propeller plane, but it certainly went much faster and it was much quieter. I was humming along, not sure the engine's running. But I'm climbing at 450 knots. Once I came to a stop, I was so happy to be alive I taxied in and went to the O-club and had a drink. The carrier approach in a Banshee was much easier because your visibility was so good sitting up there in the nose. You don't have anything blocking out the landing signal officer [who, from the deck, corrects pilots' approaches]. The only thing is your speed; you're doing everything much faster. Trapping in a jet is different. In a jet, once the nose goes down, it's not coming back up. That was a problem for anybody going props to jets. You're sinking, and the only thing you do is maintain your sink rate. We bent a lot of struts. https://www.airspacemag.com/history-of-flight/jump-to-jets-180969506/#ioDDs8OZrBquiLFG.99 Back to Top Boeing Tops Air Show With $79 Billion Haul as Airbus Falls Short • U.S. giant secures deals for 528 planes; rival's tally is 431 • Airbus misses out as expected AirAsia order falls by wayside Boeing Co. edged out Airbus SE to claim a sales victory at the Farnborough air show as its European rival failed to land an anticipated 100-jet order amid a flurry of late deals at the year's biggest aviation expo. The U.S. company ended the show Thursday after booking new business worth $79 billion from orders and outline commitments involving 528 jetliners, according to its closing statement at the trade fair southwest of London. Airbus reported $62 billion of sales from 431 planes, after missing out on the hoped-for order from AirAsia Group Bhd. The Malaysian operator passed on single-aisle A321neo narrow-body planes, signaling that the 100-plane deal needed more work, while signing for 34 A330neo wide-bodies. Trade Imbalance Boeing tallied 528 plane orders at Farnborough, versus 431 for its European rival Thursday saw an unusually high level of activity for a fourth day of the air show, with Airbus and Boeing trading blows to rack up more than $32 billion of orders at list prices. The expo culminated with the AirAsia announcement, which at once buoyed the backlog for the A330neo, which has struggled competing with Boeing's popular 787 Dreamliner, while revealing that the narrow-body component had fallen at the final hurdle. AirAsia Chief Executive Officer Tony Fernandes, speaking near Kuala Lumpur, said the group needs further single-aisle jets and "will eventually buy more planes" but had focused on the wide-body requirements of its AirAsia X long-haul division. Boeing's fourth-day tally was swollen by a deal for 100 737 Max single-aisle jets from an unnamed buyer valued at $11.7 billion, and confirmation of a $2.8 billion contract for 10 787-9s from Hawaiian Airlines after the U.S. carrier had dropped an earlier A330neo purchase. It also announced a transaction for as many as four 777s with Dubai-based lessor Novus Aviation Capital. Airbus hit back with an outline accord from Vietnam's Vietjet for 50 A321neos valued at $6.5 billion and one for 10 smaller A320neos worth $1.1 billion from an unidentified purchaser, before topping its show off with the $10 billion AirAsia announcement. The two orders for which the customer was undisclosed extended a trend toward mystery buyers at the trade fair. The trend was attributed by Airbus to Chinese and Asian customers seeking to avoid stoking tensions in an escalating trade war with U.S. President Donald Trump, though Boeing sales chief Ihssane Mounir said he hadn't noticed a particular change. https://www.bloomberg.com/news/articles/2018-07-19/airbus-boeing-order-flurry-extends-contest-deep-into-air-show?utm_source=yahoo&utm_medium=bd&utm_campaign=headline&cmpId=yhoo.headline&yptr=yahoo Back to Top What happened to the 12 men who walked on the moon? Only a dozen men have walked on the surface of the moon, and this Friday marks the 49th anniversary of the groundbreaking Apollo 11 moon landing mission. Of the 12 Americans who have set foot on the moon, only four are still alive. From Apollo 11, the first lunar mission on July 20, 1969, Neil Armstrong and Buzz Aldrin took that giant leap for mankind. Armstrong, an astronaut and aeronautical engineer, retired from NASA in 1971, and served as a corporate spokesperson for several businesses. Though he had a reputation for being reclusive, Armstrong spoke at public events, hosted a science series and taught college. Armstrong died in 2012 at age 82. Aldrin, who piloted the Apollo 11 mission, was the second man on the moon. He kept a higher public profile as an outspoken advocate for space exploration, including a manned missions to Mars. Aldrin was a popular guest on the talk show circuit and even appeared on "Dancing with the Stars" in 2010. He became the oldest person to reach the South Pole at 86 years old in 2016, where he said he had a near-death experience. Most recently, Aldrin drew headlines for a legal dispute with his children. At 88 years old, Aldrin now makes his home in Florida. Pete Conrad became the third person to walk on the moon in November 1969 as a part of the Apollo 12 mission. He retired from NASA in 1973 and worked in business. Conrad died in a motorcycle accident in California in 1999. He was 69. Conrad's Apollo 12 crewmate, Alan Bean, became the fourth man on the moon. He eventually logged 1,600 hours in space, serving in missions to Skylab and taking part in the Apollo-Soyuz Test Project. After retiring from NASA in 1981, he became a painter, incorporating pieces from his spacesuit patches in his paintings. Bean died in Texas last May. He was 86. Alan Shepard walked on the moon in February 1971 as a part of the Apollo 14 mission. He retired from NASA in 1974 and went on to work in banking and real estate, serve on non-profit boards and found what would later become the Astronaut Scholarship Foundation. He died of leukemia in 1998 at age 74. Shepard's crewmate on Apollo 14, Edgar Mitchell, became the sixth man to walk on the moon. After retiring from NASA in 1972, he helped found the Institute of Noetic Sciences, a non-profit organization in California that researches ESP and other psychic phenomena. Mitchell died in Florida in 2016 at age 85. Apollo 15 astronaut David Scott walked on the moon in both July and August 1971, but most notably became the first man to drive on the moon during the same mission. After retiring from NASA in 1977, he became a writer and consultant for books and documentaries about its space program. He now lives in Los Angeles, California. James Irwin, who embarked on the same mission, became the eighth person to walk on the moon. He retired from NASA in 1972 and founded the High Flight Foundation, a Christian religious outreach organization. Irwin died of a heart attack in 1991 at age 61, which made him the first of the moon men to die. In April 1972, John Young became the ninth person to walk on the moon on the Apollo 16 mission. He later flew missions on the Space Shuttle Columbia and spent more than 40 years with NASA before retiring in 2004. Young died in January at 87 years old. Charles Duke became the tenth man on the moon during the same Apollo 16 mission. He retired from NASA in 1975 and became active in prison ministry. Now at 82 years old, Duke lives in Texas and serves as chairman of the board of the Astronaut Scholarship Foundation. Later that year, in December 1972, Eugene Cernan took his moon walk during the Apollo 17 mission. Not only was Cernan the 11th man on the list; his are the last footprints to be left on the surface of the moon. He retired from NASA in 1976 and worked in private industry and occasionally served as the commentator for "Good Morning America." Cernan died in Texas in January 2017. He was 82. The most recent living man to take steps on the moon was Harrison Schmitt, who was a geologist on the same Apollo 17 mission. Schmitt retired from NASA in 1975 and went on to represent New Mexico in the U.S. Senate as a Republican for one term, starting the following year. He also taught at the university level and served as a business consultant. At 83 years old, Smith now lives in New Mexico. https://www.aol.com/article/news/2018/07/19/what-happened-to-the-12-men-who-walked-on-the-moon/23485728/ Back to Top There's still time to book your place on Applied Safety Assessment Workshop This continuing professional development (CPD) programme has been developed to provide you with practical experience in conducting a system safety assessment (SSA) on an aircraft. There are still places available on the next iteration of this short course: Applied Safety Assessment Workshop: 06 - 10 Aug 2018 Key topics include: • Functional hazard assessment (FHA) • Particular risks • Enhanced fault tree analysis (EFTA) • Failure mode and effects analysis (FMEA) • Zonal safety analysis This course is presented in association with RGW Cherry and Associates and you will benefit from Cranfield's unique combination of academic rigour and industry experience. We look forward to welcoming you to Cranfield soon. Contact us on: E: shortcourse@cranfield.ac.uk T: +44 (0)1234 754189 ACM122 Back to Top ISASI 2018 Intercontinental Hotel, Festival City, Dubai. 30 October to 1 November, 2018 "The Future of Aircraft Accident Investigation" ISASI is pleased to announce that the preliminary Technical Program for ISASI 2018 is now posted. It is, of course, subject to change between now and the end of October. All up to date information, including registration forms for the seminar and a reservation link for the hotel can be found at http://isasiannualseminar.com/ We look forward to seeing all of you in Dubai. Back to Top Back to Top POSITION AVAILABLE: MANAGER OF INFLIGHT TRAINING What does a Manager of Inflight Training do for Allegiant? The Manager of Inflight Training & Standards reports to the Director of Inflight Training, Standards & Compliance and has the responsibility of providing direction to the Inflight Training department, including all curriculum development. In addition, this position will ensure that all Inflight training initiatives are delivered in accordance with all company Safety standards and are in compliance with all FARs and FAA approved training programs. What are some of the daily duties of a Manager of Inflight Training? o Responsible for the development, implementation, and continuous improvement of all training programs for Flight Attendants o Ensure all Inflight training curriculum meets regulatory requirements as well as company guidelines o Manage all training scheduling o Manage curriculum design and development in accordance with industry leading standards and Inflight safety & compliance team recommendations o Oversee the daily operation of all Inflight training facilities across the Allegiant system including classrooms and training devices o Manage all Inflight Field Instructors, Air Transportation Supervisors, Inflight Mentors and their respective programs o Other duties as assigned What are the minimum requirements to be a Manager of Inflight Training? • Bachelor's Degree or equivalent related experience • Two (2) years of experience as a flight attendant, Allegiant preferred • Two (2) years of Inflight training experience • One (1) year experience supervising others What other skills, knowledge, and qualifications are needed to be a Manager of Inflight Training? • Must pass Allegiant Flight Attendant Training and maintain currency • Ability to work well with others and communicate effectively with people at all levels • Ability to read and write English • Professional demeanor, excellent written, verbal and presentation skills • Proficient in the use of PowerPoint and other Microsoft Office Products • Strong knowledge of FAA regulations and related requirements • Must have a valid passport and driver's license • Must pass a background check and pre-employment drug screen • Must have authorization to work in the U.S. as defined in the Immigrations Act of 1986 What are the physical requirements of a Manager of Inflight Training? Ability to work in an office environment, with work onboard an aircraft and ability to meet all physical requirements of the Flight Attendant position. APPLY HERE Allegiant is an equal opportunity employer and will not unlawfully discriminate against qualified applicants or Team Members with respect to any terms or conditions of employment based on race, color, national origin, ancestry, gender, sexual orientation, age, religion, creed, physical disability, mental disability, medical condition, marital status, military service status, union/non-union activity, citizenship status, or other characteristic protected by state or federal law or local ordinance. Back to Top Back to Top Back to Top 64th Air Safety Forum - Join Us! safetyforum.alpa.org July 30 - August 2, 2018 | Washington, DC CONFIRMED KEYNOTES INCLUDE • Senator Tammy Duckworth • Capt. Tim Canoll - President, Air Line Pilots Association, Int'l • The Honorable Dan Elwell - Acting Administrator, Federal Aviation Administration • The Honorable Howard "Skip" Elliott - Administrator, Pipeline and Hazardous Materials Safety Administration (PHMSA) • Mr. Paul Rinaldi - President, National Air Traffic Controllers Association PANELS INCLUDE(visit safetyforum.alpa.org for panel descriptions) • Fire In The Hold: Anticipating/Preventing Fires from Passenger Checked Baggage • Meet the Doctors • Pilot Peer Support: The Next Phase In ALPA's Approach to Pilot Wellness • Disruptive Passengers: Keeping Problems Off the Airplane • Data Mining for Safer Skies • Flight Deck Access in the Post 9/11 Age • Pilots & Controllers -- Managing Change in an Evolving NAS AGENDA AT A GLANCE (visit safetyforum.alpa.org for agenda details) MONDAY, JULY 30 (all Monday sessions are invite only) 8:00 - 9:00 a.m. General Session (Open only to ALPA Members) 9:00 a.m. - 6:00 p.m. ASO Workshops, Council Meetings, Trainings, Jumpseat Forum & Aviation Security Forum TUESDAY, JULY 31 (all Tuesday sessions are invite only) 8:00 a.m. - 5:30 p.m. - ASO Workshops, Council Meetings, Trainings, Jumpseat Forum & Aviation Security Forum WEDNESDAY, AUGUST 1 8:00 a.m. - 9:00 a.m. - Jumpseat Council Meeting (ALPA members only) 9:00 a.m. - 11:30 a.m. - Ask Your ASO (ALPA members only) 12:30 p.m. - 6:00 p.m. - Air Safety Forum (open to the public) THURSDAY, AUGUST 2 (open to the public) 9:00 a.m. - 4:00 p.m. - Air Safety Forum 6:00 p.m. - 7:00 p.m. - ALPA Air Safety Forum Awards Reception 7:00 p.m. - 9:30 p.m. - ALPA Air Safety Forum Awards Banquet THANK YOU SPONSORS & EXHIBITORS! Sponsorship and exhibitor opportunities available. Email airsafetyforum@alpa.org for more information. Back to Top This course was created in collaboration with Curt Lewis's Flight Safety Information. Learn more from Beyond Risk Management Producer, Captain Elaine Parker, at https://vimeo.com/273989821 Back to Top GRADUATE RESEARCH SURVEY Dear pilots, My name is Michail Karyotakis, F-16 Fighter Pilot and postgraduate student 'Air Safety Management' at City University of London. Currently, I am working on my research project, which is the final part of my studies at City to gain a Master of Science (MSc) degree. My research project, entitled 'Unmanned Aircraft Systems (UAS) in the 21st century. On attaining safer UAS flights based on current and future challenges and considerations.', aims to determine how UAS flights can become safe enough, so manned and unmanned air operations could be conducted simultaneously without compromising the safe performance of the entire aviation industry. To support my project research with data I have created a web survey for pilots, and via this way, I kindly ask your help by participating in the survey. The survey is not affiliated with any airline, training organisation, or any other. Participation in the survey is voluntary and anonymous (if desired by the participant). The survey will take about 12 minutes of your time to complete and is open for participation until 13 August 2018. Also, I would be very grateful if you could forward this message to other pilots in your contact list or spread the word in the airline or air force you are working for. Please click the link below to enter the survey: SURVEY WEB LINK: https://www.surveymonkey.com/r/LC6RXZN Thank you in advance for your time and patience. Your participation is highly appreciated. Kind regards, Michail Karyotakis • Mobile phone number: +30 6983514058 • Student email: michail.karyotakis@city.ac.uk Curt Lewis