Flight Safety Information May 23, 2019 - No. 104 In This Issue Boeing Max Crisis Ruins Credibility of the FAA Pilots Ratchet Up Pressure on EU Regulator to Be Tough on Boeing Incident: American A321 at Washington on May 22nd 2019, went around due to TCAS RA at 800 feet AGL Accident: Westjet B738 at Orlando on May 18th 2019, laser injures pilot Incident: Westjet B738 at Calgary on May 20th 2019, nose gear damage on takeoff Cessna S550 Citation S/II - Fatal Accident (Indiana). NTSB warns about floatplane safety after third Alaska crash U.S. Isn't Rushing Boeing 737 Max Back to Flight, FAA Chief Says Wyvern and AeroEx Form a Union of Compliance Brazil Senate clears runway for foreign airlines on domestic routes Electric planes ready for take-off? SAS starts researching hybrid aircraft A ROCKET BUILT BY STUDENTS REACHED SPACE FOR THE FIRST TIME. Senior Manager, Advanced Qualification Program Aircraft Fire Hazards, Protection and Investigation...Course Leading Change in Safety Management Systems ICAEA Industry Survey The Steps to Organizational Reliability ISASI - DFW Regional Chapter Meeting Boeing Max Crisis Ruins Credibility of the FAA By Alan Levin , Anurag Kotoky , and Benjamin D Katz * U.S. aviation regulator calls meeting with peers in Texas * Risk of confrontation increases among agencies worldwide Debris of the crashed Ethiopia Airlines jet near Bishoftu, Ethiopia, on March 11. Since its creation more than six decades ago, the U.S. Federal Aviation Administration has cemented a reputation as the arbiter of flight safety, with regulators around the world routinely adopting its approvals. In the wake of two deadly incidents with Boeing Co.'s latest 737 Max model, that order was turned on its head. Right after the second crash, which left 157 people dead in Ethiopia on March 10, China took the lead in suspending the Max. A worldwide cascade of bans followed. The FAA was the notable holdout for several days until it declared that the U.S. would also stop all flights, a humbling about-face for the American agency. The agency's effort to rebuild its stature reaches a pivotal moment Thursday when it convenes a meeting in Texas for global regulators -- including those of China, the European Union, Canada and Brazil -- to review plans to get the plane airborne again. The Max's grounding is now entering its 10th week. "Today, the FAA and Boeing have zero credibility after the Max crashes," said Mohan Ranganathan, an aviation consultant and former pilot based in the southern Indian city of Chennai. "Europe and China will definitely take the lead in breaking the American hold." Defiance of the FAA showed a rare lack of coordination in an industry that has worked to unify processes such as airworthiness approvals and air-traffic control. The confusion handed China -- soon to unseat the U.S. as the world's largest aviation market -- a powerful voice as the FAA struggles with allegations that serious design flaws on the Max weren't properly detected or disclosed. Texas Meeting The gathering in Fort Worth, Texas, is likely to feel the pull of competing forces: A technical discussion on the surface, interlaced with political and financial considerations as governments try to strike a balance between holding the FAA and Boeing accountable and keeping their people safe, while getting the latest model of the world's most widely flown plane back in business. Even before the meeting kicks off, some regulators are suggesting that any return to operation won't be swift because they'll want to run their own vetting processes first. The FAA said the purpose of the gathering is to "work with technical experts from other civil aviation authorities to address specific concerns related to the 737 Max." In another sign of push-back against the FAA and Boeing's traditional lead role in such matters, executives from some of the world's largest airlines are also gathering on Thursday -- for a private meeting in Canada to discuss 737 Max issues. "Internationally, we are collaborative 99% of the time," Elwell told the House aviation subcommittee on May 15. "When the Ethiopian accident happened, it was not a collaborative process from Sunday night till Wednesday morning, despite our best efforts and attempts to have conversations. I know countries act and they act for various reasons.'' At the heart of the 737 Max issue is a stabilizing software that may have contributed to its deadly descent in Ethiopia and, five months earlier in Indonesia. Both crashes occurred shortly after takeoff. Boeing said May 16 that the Max had successfully performed 207 flights with a software upgrade. Once a full package is adopted, the FAA will schedule a flight test by its pilots. That may not be enough to appease some critics. "We'd really like to see some transparency and for Boeing and the FAA to take responsibility for what's happened," said Jon Horne, the president of the European Cockpit Association, a Brussels-based pilot lobby. "At the moment, there's still an awful amount behind closed doors." Boeing spokesman Chaz Bickers said the company has been working with U.S., European and other global regulators on the process for certifying the updated software, "along with the associated enhanced pilot training and education that will help prevent accidents like these from ever happening again." China's Options China's response to the Boeing crisis, in particular, is a complicated maneuver. By the mid-2020s, the nation will displace the U.S. as the world's largest aviation market, the International Air Transport Association estimates. A growing number of newly mobile Chinese citizens are creating huge demand for aircraft. Its airlines, most of which are state-owned, have received more than 2,000 Boeing jets to date, double the number half a decade ago. No other country has greater demand for aircraft: In the 20 years through 2037, Boeing estimates Chinese purchases at 7,690 new planes worth $1.2 trillion. In aircraft manufacturing, however, China is a bit player in an industry firmly locked in the duopoly of Boeing and Airbus SE. While state-owned Comac's C919 had its maiden flight in May 2017, that plane is years from being a commercial proposition. So regulators in the U.S. and Europe remain the global pace-setters. Duopoly Power "China has never built planes acceptable to the world market," said Neil Hansford, chairman of Strategic Aviation Solutions, an Australian consultancy firm. "Chinese regulators are followers, not leaders, and have shown no independence" from the government. "I don't believe China will influence any world aviation decisions anytime soon." The Boeing crisis comes at a difficult moment in U.S.-China relations. The trade war is intensifying, though China has so far refrained from extending tariffs to its orders of Boeing aircraft. (Chinese airlines made up about 20% of 737 Max deliveries worldwide through January, according to Boeing.) China is well versed in the language of business diplomacy. In 2017, Airbus was locked in a standoff with Beijing, which was slow-walking certification of the A320neo model because of what analysts at Bernstein described as a "mini trade war" as the Chinese agency sought recognition as a certifying authority in Europe. A bilateral safety agreement came into effect just this week, strengthening China's global role because its jets will face less scrutiny in the European market. No Turning Back The FAA, too, is keen on these accords. The agency signed agreements with regulators in Singapore, Brazil, China and with the European Aviation Safety Agency in the last two years. Airbus CEO Guillaume Faury cautioned on May 16 that the industry shouldn't dial back its collaborative approach, despite what he called "a lot of tension and a lot of questioning from authorities" in the wake of the Boeing crash. "It's very important that we have one system when it comes to safety of aviation," Faury said at a briefing in London. "This has led to a continuous increase in safety and a continuous increase in standards." How regulators approach the next steps for the 737 Max will test the industry's appetite for collaboration. Europe and Canada have both said they want to conduct independent studies before letting the Boeing plane fly again. Some authorities have turned much more negative. Indonesia may keep the aircraft grounded until next year in the wake of the crash there, Director General of Civil Aviation Polana Pramesti said. Two of the nation's carriers are among the biggest customers of the aircraft. "Boeing has to be able to assure us, the regulators, that the aircraft is safe," Pramesti said in an interview on May 20. "They also have to regain confidence from the pilots and the airlines, then educate Indonesian customers. I cannot say whether we will keep using the aircraft or not." That tough stance risks eroding the global detente among regulators, an outcome that Alexandre de Juniac, director general of IATA, says would hurt the entire industry. "Competition between regulators would be detrimental," de Juniac, whose organization represents more than 280 carriers, said in Paris this month. Airlines want to "avoid each model being certified 1,000 times." https://www.bloomberg.com/news/articles/2019-05-23/boeing-max-crisis-scrambles- the-world-order-for-aviation-safety Back to Top Pilots Ratchet Up Pressure on EU Regulator to Be Tough on Boeing * EASA urged to assert watchdog role in vetting revisions to Max * Lobby group also concerned about oversight of revamped 777 European pilots stepped up pressure on the region's air safety agency to take a strong stance in vetting U.S. plans to return Boeing Co.'s grounded 737 Max to service after two fatal crashes. The European Aviation Safety Agency needs to take steps to regain the confidence of air crew, according to the head of the pilot lobby, who also urged more training on revisions to the Max before it returns to the skies. "We really would like some serious action and transparency to show how they are going to certify the return to service of this aircraft," European Cockpit Association President Jon Horne said in an interview. "It's critical to regaining credibility among our community." The ECA, which represents pilots at Max operators including Ryanair Holdings Plc and Norwegian Air Shuttle ASA, is unhappy with the expanding role of planemakers in licensing new models. Boeing had an important hand in certifying the original Max design and the European regulator signed off on it. A lack of funding has forced the measure on regulators such as the U.S. Federal Aviation Administration, which had ultimate authority for the Max, but has created a conflict of interest, Horne said. Simulators A return to service for the Max after two crashes in five months must come with new simulator training for pilots, including experience handling the aircraft without the so- called MCAS anti-stall function blamed for the tragedies, Horne said. The ECA is also concerned that "Boeing is still talking about minimizing the training in any fix-package," he said, adding that a return may need to be delayed until enough flight-simulators can be rolled out to airlines. The European Parliament's transport committee last month asked EASA to explain how it will assess the airworthiness of a revised Max, urging the body to defend its watchdog status after the FAA's "failed" oversight of Boeing. EASA has already said that it will undertake its own review. It didn't immediately respond to messages seeking further comment. The European aviation industry has "some identical dynamics" to the FAA-Boeing relationship that present "similar vulnerabilities in Europe's certification process," Horne said, adding that the pilot community wants to see more transparency in EASA's dealings with manufacturers. The ECA's concerns aren't limited to the 737, with the lobby group calling for a review of Boeing's new 777X, which like the Max is a re-engined version of an earlier model, but also features new wings. Regulators must be clear that the U.S. company isn't making compromises to deliver on promised performance gains, Horne said. https://www.bloomberg.com/news/articles/2019-05-22/european-pilots-want-air- safety-regulator-to-get-tough-on-boeing Back to Top Incident: American A321 at Washington on May 22nd 2019, went around due to TCAS RA at 800 feet AGL An American Airlines Airbus A321-200, registration N994AN performing flight AA-2288 from Dallas Ft. Worth,TX to Washington National,DC (USA), was on a visual River Approach to National Airport's runway 19 descending through 800 feet about 0.25nm west of the Key Bridge over the Potomac River, when the crew initiated a go around after receiving a TCAS resolution advisory. The aircraft climbed back up to 3000 feet, positioned for another approach to National's runway 15 and landed safely about 7 minutes after going around. A Police helicopter was moving at 500 feet from the east to the west at about 70 knots, turned southbound near the Key Bridge and crossed the Key Bridge about 30 seconds after the Airbus initiated the go around. https://flightaware.com/live/flight/AAL2288/history/20190522/1838Z/KDFW/KDCA http://avherald.com/h?article=4c846038&opt=0 Back to Top Accident: Westjet B738 at Orlando on May 18th 2019, laser injures pilot A Westjet Boeing 737-800, registration C-FZRM performing flight WS-1948 from St. John's,NL (Canada) to Orlando,FL (USA), was descending through 10,000 feet towards Orlando's International Airport, about to cross above the approach path for Orlando Sanford, when the aircraft was hit by a green laser causing injuries to one of the pilots. The aircraft continued for a safe landing on Orlando's runway 17L about 15 minutes later. Volusia County Sheriff's Office reported the pilot received burns to his eyes. The crew could not locate the source of the laser due to the risk of exposure. The FAA reported the aircraft was descending through 10,000 feet when it was hit by a green laser, the crew could not locate the source due to the risk of additional injuries. The occurrence aircraft remained on the ground for about 11 hours before returning to service. https://flightaware.com/live/flight/WJA1948/history/20190518/2105Z/CYYT/KMCO http://avherald.com/h?article=4c845b48&opt=0 Back to Top Incident: Westjet B738 at Calgary on May 20th 2019, nose gear damage on takeoff A Westjet Boeing 737-800, registration C-FZRM performing flight WS-4032 from Calgary,AB to Fort MacKay,AB (Canada) with 87 passengers and 6 crew, was accelerating for takeoff from Calgary's runway 17R when just prior to rotation for takeoff the crew noticed significant nose wheel vibrations followed by a bang. The crew continued takeoff and climb. The crew stopped the climb at FL210 after ATC informed the crew rubber debris was found on the departure runway and decided to return to Calgary, where the aircraft landed safely about 40 minutes after departure. A replacement Boeing 737-700 registration C-FWSI reached Fort MacKay with a delay of 3:15 hours. The Canadian TSB reported maintenance replaced both nose gear wheel assemblies, the air-ground sensor, a wire bundle bracket and the Electronic and Equipment Bay door. https://flightaware.com/live/flight/WJA4032/history/20190520/1225Z/CYYC/CYFI http://avherald.com/h?article=4c845860&opt=0 Back to Top Cessna S550 Citation S/II - Fatal Accident (Indiana) Status: Preliminary Date: Wednesday 22 May 2019 Time: 12:46 Type: Cessna S550 Citation S/II Operator: Unknown Registration: N311G C/n / msn: S550-0041 First flight: 1985 Engines: 2 Williams International FJ44-3A Crew: Fatalities: / Occupants: Passengers: Fatalities: / Occupants: Total: Fatalities: 2 / Occupants: 2 Aircraft damage: Destroyed Aircraft fate: Written off (damaged beyond repair) Location: near Indianapolis Regional Airport, IN (KMQJ) ( United States of America) Phase: Initial climb (ICL) Nature: Unknown Departure airport: Indianapolis Regional Airport, IN (KMQJ), United States of America Destination airport: Minden-Tahoe Airport, NV (MEV/KMEV), United States of America Narrative: A Cessna Citation was destroyed after impacting open field terrain under unknown circumstances near Indianapolis Regional Airport in Hancock County, Indiana, USA. The two occupants on board were fatally injured. The registration of the aircraft has not yet been officially confirmed. However, a law enforcement officer told CNN that the aircraft departed at 12:45 hours local time. The only aircraft departing Indianapolis Regional Airport at that time according to Radarbox24.com is N311G, a Cessna Citation. https://aviation-safety.net/database/record.php?id=20190522-1 Back to Top NTSB warns about floatplane safety after third Alaska crash Los Angeles - The National Transportation Safety Board (NTSB) is warning about the safety of floatplanes after three crashed since last week in Alaska, killing nine people. The latest crash happened Tuesday in Prince William Sound. Another happened mid-air near the town of Ketchikan. The preliminary NTSB report details the moments before that deadly mid-air collision. The pilot of the de Havilland Otter floatplane told investigators he was dropping altitude to show tourists a waterfall when he "saw a flash from his left side and experienced a large loud impact." Six people were killed and 10 injured. In the nine days that followed, two more floatplanes crashed, killing three and injuring two. As the NTSB investigates all three accidents, they warned "these kinds of flights" may not be safe. In their so-called "most wanted list" of safety improvements, the NTSB said air taxis like floatplanes are aircraft that currently don't require the same kind of advanced crash prevention technology that the Federal Aviation Administration requires of commercial airlines. Alaska residents rely on planes more than any other state, with nearly 8,000 residents holding a pilot's license, six times as many Alaskans own planes as the the national average. The FAA said it regularly performs unannounced surveillance on floatplanes and will increase oversight of Taquan Air, the company responsible for two of the three crashes. But the NTSB is asking the FAA to require all float planes update their onboard technology. https://www.cbsnews.com/news/floatplane-safety-ntsb-issues-warning-after-third- alaska-crash-2019-05-22/ Back to Top U.S. Isn't Rushing Boeing 737 Max Back to Flight, FAA Chief Says By Alan Levin * Regulators from around the world gather for Thursday briefing * FAA's Elwell vows to leave 'no stone unturned' in jet's review U.S. aviation regulators won't be rushed and have no timeline on when to return Boeing Co.'s grounded 737 Max jet to flight, an official said as the government prepares to hold discussions with dozens of other nations on the plane's fate. Federal Aviation Administration acting chief Daniel Elwell said the agency's technical experts will leave "no stone unturned" as they examine a remedy Boeing is proposing to fix a malfunction linked to two fatal crashes since October. House Aviation Subcommittee Holds Hearing On Status Of Boeing 737 MAX Daniel ElwellPhotographer: Andrew Harrer/Bloomberg "If it takes a year to find everything we need to give us the confidence to lift the order, then so be it," Elwell said to reporters on Wednesday, a day before a meeting with global regulators was set to begin. The stakes for the gathering in Texas are enormous for Boeing and the FAA. The aircraft manufacturer's top-selling family of jetliners faces a grounding that could extend for months, while the FAA's reputation as the leading arbiter of aviation safety is being tested. A total of 57 delegates from 31 individual countries as well as the European Aviation Safety Agency and the United Nations International Civil Aviation Organization are attending the meetings Thursday in Fort Worth, Texas. "If there is a crisis in confidence, we hope this will help to show the world that the world still talks together about aviation safety issues," Elwell said. While Boeing hasn't presented its final proposed software fix and the accompanying changes to training to the FAA, the agency will share with other nations the framework for the safety analysis it will use to evaluate the proposals, Elwell said. Boeing was close to sending a proposed fix to the FAA almost two months ago, but backed off at the last moment when an outside review panel raised concerns, he said. A so-called non-advocate review at the planemaker on March 26 raised issues with the work that had been completed so far, Elwell said. Elwell didn't disclose any of the specific issues that the group raised. The attendees are facing contradictory demands to be both tough on the FAA and Boeing in the name of safety, while at the same time finding a way to get the 737 Max plane back into the air for economic reasons, said one person familiar with what the representatives are thinking. FAA must demonstrate it is being extremely thorough in its technical evaluation of Boeing's proposed fixes to the plane while at the same time showing sensitivity to the political pressures the other countries face at home in the wake of the two high-profile crashes, said a second person who has dealt with such discussions in the past. Both people asked not to be identified because of the sensitive nature of the meetings. Among the FAA's challenges will be how swiftly other aviation agencies adopt its conclusions about the plane's possible return to flight. Agencies around the world in recent years have signed numerous bilateral agreements that allow them to accept each others' work certifying aircraft, though those agreements allow for exceptions. Already there are signs that some aviation regulators plan to go it alone, though the people familiar with the talks cautioned that it's still too early to predict the final outcome. EASA, the FAA's equivalent representing most countries in the European Union, has said it is conducting a broad review of the 737 Max's design, not just the software implicated in the two crashes that took 346 lives. EASA's actions could further delay resumption of flights and might prompt other nations to wait for it to act before allowing the plane to fly again. Some countries' aviation authorities have been talking even tougher about how they'll treat the 737 Max. Indonesia could keep the aircraft grounded until next year in the wake of the crash there, Director General of Civil Aviation Polana Pramesti said May 20. Two of the nation's carriers are among the biggest customers of the aircraft. "Boeing has to be able to assure us, the regulators, that the aircraft is safe," Pramesti said in an interview. "They also have to regain confidence from the pilots and the airlines, then educate Indonesian customers. I cannot say whether we will keep using the aircraft or not." China Acted The FAA grounded the 737 Max models on March 13 after evidence emerged that a crash three days earlier of an Ethiopian Airlines flight that had just taken off from Addis Ababa had involved an erroneous activation of a device that repeatedly commanded the plane to dive. The U.S. was one of the last to halt flights on the plane as nations such as China acted days earlier. Elwell has said the FAA needed hard evidence of a link between the two accidents, while other countries said they were acting out of caution. The same system, Maneuvering Characteristics Augmentation System or MCAS, was also activated in the Oct. 29 crash of a Lion Air 737 Max leaving Jakarta. Chicago-based Boeing has developed a software fix that won't allow MCAS to push down a plane's nose more than once and it will rely on data from two sensors instead of one in an attempt to lower the chances that a single malfunction can trigger it. https://www.bloomberg.com/news/articles/2019-05-22/u-s-isn-t-rushing-boeing-737- max-back-to-flight-faa-chief-says Back to Top Wyvern and AeroEx Form a Union of Compliance On Wednesday at EBACE 2019, aviation compliance experts Wyvern and AeroEx (Booth N115) signed a Memorandum of Understanding to join forces by year-end in an effort to create a long-sought-after global standard for selecting, training, and qualifying safety auditors for the aviation industry. "The current related information in our industry is fragmented and lacks robustness in the contemporary art and science of aviation safety auditing," said Wyvern CEO Sonnie Bates. AeroEx managing director Joel Hencks agreed: "This new global aviation auditor standard we are after will ensure that aviation safety auditors are selected, trained, qualified and competent in a way that promotes and ensures effective and professional auditing practices." They plan to complete the process of creating the global standard by year's end, addressing key topics such as leadership, ethics, communications effectiveness, analysis technique transfer, and interview skills for auditors. The hope of both companies is that this new unified standard will help define what a good auditor "looks like" in the aviation industry. Improving the consistency of safety auditors across the board should result in better audits for clients, as well as improve overall safety in aviation operations. In other news, AeroEx Managing Director Hencks said those operating under EASA regulations should be aware of new EU electric flight bag (EFB) rules that are coming into effect on July 9. "Missing that deadline means your aircraft will be grounded or your crews will be unable to use your EFBs until compliance is achieved," said Hencks. AeroEx provides operators with an online compliance toolkit that includes manual and risk assessment templates, checklists, and regulatory guidance material that flight departments and compliance managers can tailor to their own operations. https://www.ainonline.com/aviation-news/business-aviation/2019-05-21/wyvern-and- aeroex-form-union-compliance Back to Top Brazil Senate clears runway for foreign airlines on domestic routes BRASILIA (Reuters) - Brazil's Senate on Wednesday passed legislation allowing foreign- controlled airlines to operate domestic flights, opening up Latin America's largest air travel market after years of debate. The measure passed Brazil's Senate on Wednesday following approval by the lower chamber on Tuesday. Because Congress added a provision barring airlines from charging passengers for their first checked bag, the bill will require the signature of President Jair Bolsonaro before becoming law. The new rules could soon boost competition in Brazil's increasingly concentrated airline market. But the change in baggage fees will face pushback from airlines, including industry group Latin American and Caribbean Air Transport Association. Luis Felipe de Oliveira, the trade group's president, said the rule change could make it harder for low cost airlines to enter the Brazilian market and lead to pricier tickets. Earlier on Wednesday, the country's air travel regulator ANAC granted its first preliminary permit to a foreign airline to explore setting up a domestic subsidiary, which went to Spain's Air Europa. The carrier's interest had been announced on Saturday by Brazil's infrastructure minister. Lifting restrictions on foreign airline ownership in Brazil had been on the agenda for years before former President Michel Temer signed a temporary decree in December, which would have expired without congressional approval. Foreign ownership was previously capped at 20%, but once signed into law by Bolsonaro it will be lifted permanently to 100%. That may shake up Brazil's air travel market, which is dominated by three airlines controlling 92% of the domestic flights, according to ANAC. Foreign airlines will now be able start domestic operations in Brazil and global players will be able increase their stakes in local carriers. Brazil's three largest airlines - Gol Linhas Aereas Inteligentes, LATAM Airlines Group and Azul SA - have already received minority investments from foreign carriers. Currently, Delta Air Lines Inc owns 9.4% of Gol, the leader in domestic flights in Brazil and United Airlines owns 8% of third-place Azul. Qatar Airways owns 10% of LATAM, Brazil's No. 2 domestic airline. Santiago-listed LATAM was born out of the merger of Brazil's Tam and Chile's Lan in 2012, which at the time required a sophisticated corporate structure to avoid Brazil's limits on foreign ownership. Brazil's No. 4 airline, Avianca Brasil, is going through a bankruptcy reorganization, and is selling its most profitable domestic routes, which could help a foreign player jumpstart operations in Brazil. https://www.reuters.com/article/us-brazil-airlines/brazil-senate-clears-runway-for- foreign-airlines-on-domestic-routes-idUSKCN1SS2UR Back to Top Electric planes ready for take-off? SAS starts researching hybrid aircraft Some of SAS' current fleet parked at Copenhagen Airport. Photo: Johan Nilsson/TT Scandinavian Airlines (SAS) is teaming up with aircraft maker Airbus to research ecosystem and infrastructure needs for hybrid and electric aircraft. The partnership would involve a joint research project where the two companies work together to investigate challenges "regarding operations and infrastructure linked to large scale introduction of hybrid and electric aircraft in commercial traffic", according to a statement published by SAS. "We are proud of our ambitious sustainability work and are now pleased that Airbus has chosen SAS to partner up with us for this future project. If this becomes a reality, it will revolutionize emissions," Rickard Gustafson, CEO of SAS, said in a statement. According to a separate statement the collaboration between the two companies would start in June 2019 and continue until the end of 2020 and would "focus on analyzing the impact of ground infrastructure and charging on range, resources, time and availability at airports". The project also includes a plan to involve a renewable energy supplier and aimed "to adress the entire aircraft operations ecosystem in order to better support the aviation industry's transition to sustainable energy". https://www.thelocal.se/20190522/electric-planes-ready-for-take-off-sas-starts- researching-hybrid-aircraft Back to Top A ROCKET BUILT BY STUDENTS REACHED SPACE FOR THE FIRST TIME A USC team won the collegiate space race by sending a rocket above the Kármán line, the imaginary boundary that marks the end of Earth's atmosphere. IN THE EARLY morning of April 21, 10 students from the University of Southern California's Rocket Propulsion Lab piled into the back of a pickup truck with a 13-foot rocket wedged between them and drove down a dusty dirt road to a launchpad near Spaceport America, in southern New Mexico. When they arrived, their teammates helped them lift the 300-pound rocket onto a launch rail. Dennis Smalling, the rocket lab's chief engineer, began the countdown at 7:30 am. When he reached zero, Traveler IV shot up off its launchpad, exhaust and flames pouring from its tail. The USC team is one of several groups of college students across the United States and Europe that have been racing to send a rocket above the Ka?rma?n line, the imaginary boundary that separates Earth's atmosphere and space. For most of the history of spaceflight, sending a rocket to space required mobilizing resources on a national scale. The V-2 rocket, which was the first to reach space in 1942, took well over a decade to develop and cost the Nazis a fortune. In the eight decades since, dozens of other countries-and a handful of billionaires-have produced their own rockets capable of suborbital flight. But several student teams, including some from the top aerospace universities in the US (Princeton, MIT, UC Berkeley, Boston University), set out to show that they could do it too. As Traveler IV crossed the sky, the USC team and dozens of spectators watched in apprehensive silence, shielding their eyes from the rising desert sun. They scanned for signs of the rocket and listened to the avionics lead, Conor Hayes, call out the altitude. Eight kilometers ... 13 kilometers ... 17 kilometers. Just under three minutes after launch, a member of the launch team radioed in with the words that everyone was waiting to hear: "The drogues have fired." The first set of parachutes had deployed at apogee, suggesting the rocket had made it to space as planned. Peter Eusebio, the team's recovery lead, let out a whoop and turned to embrace Sidney Wilcox, the team's launch coordinator, and the pair began jumping with glee. All that was left to do was find the rocket. The USC rocketeers recovered their spacecraft 12 miles downrange from where it had launched. For an object that had just been traveling at five times the speed of sound, it was in pretty good shape. And when they analyzed the flight data, they concluded with near certainty that the rocket had breached the Ka?rma?n line, making the USC Rocket Lab only the second amateur group to ever send a rocket to space. The vehicle had reached an altitude of 339,800 feet and achieved a top speed of 3,386 mph. Although breaching the Ka?rma?n line was the goal of the collegiate space race, this "official" space boundary is somewhat arbitrary. NASA, for instance, gives astronaut wings to any pilot that flies 50 miles above Earth's surface, which is some 60,000 feet below the Ka?rma?n line. By these metrics, the USC team was well into space proper, even accounting for any measurement errors by the onboard accelerometer tracking the rocket's ascent. The USC Rocket Propulsion Lab has been chasing this goal since it was founded in 2005. It began only a year after the Civilian Space Exploration Team became the first group in history to send an amateur rocket into space; that group repeated the feat in 2014. Like the Civilian Space Exploration Team, the USC lab focused on solid fuel rockets, which require far less complicated-and dangerous-motors than the liquid fuel rockets launched by SpaceX or Blue Origin. Some of the rockets being developed by the leaders of the collegiate space race have two stages, but the USC team opted for a single-stage rocket. If you're trying to get to orbit, which requires reaching speeds of more than 17,000 mph, a two-stage rocket is a must, so as to jettison the dead weight of empty propellant tanks. But for lower altitudes and speeds, a single-stage rocket can do the trick. THE WIRED GUIDE TO COMMERCIAL SPACE FLIGHT In 2013, the USC rocket team attempted its first space shot with the Traveler I, which exploded just seconds after launch. A similar fate befell Traveler II, which was launched the following year. Clearly, it was time to make some changes. Following the failure of the first two Traveler rockets, the USC team began to develop the Fathom rocket and Graveler motor as testbeds for flight systems that would be used on subsequent space shots. The Fathom rocket was effectively a scaled-down version of the Traveler rocket that allowed the USC team to build multiple rockets in quick succession to see how the subsystems worked together. After extensive ground tests, the team's Fathom II rocket set a record when it reached an altitude of 144,000 feet in 2017. Other collegiate rocket teams had reached only about 100,000 feet. The time seemed ripe to attempt another spaceshot. In September 2018, the USC team launched Traveler III, which may have been the first collegiate rocket to make it to space. The team expected it to reach about 370,000 feet, but the USC team failed to activate the avionics payload, so none of its flight data got recorded. Prior to the launch of Traveler IV, Tewksbury says, the team overhauled its operational procedures to avoid a similar gaffe. USC may have been the first collegiate team to make it to space, but the race is far from over. A number of teams, including USC, are exploring liquid-fueled rockets, despite the greater engineering challenge. They offer several advantages, including greater degrees of control and the ability to carry more payload mass to altitude. The huge costs of building such rockets makes them daunting for universities, but the same thing could have been said about solid-fueled rockets just 15 years ago. Tewksbury says the USC team is up for the challenge. But the team is also not done with its solid-fuel rockets. The Rocket Propulsion Lab hopes to also claim the title of the highest amateur rocket launch in history. This means adding another 50,000 feet to their altitude, but once you've traveled 64 miles into the atmosphere, what's another dozen miles? Updated 05-22-2019, 11:00 pm ET: A previous version of this article incorrectly identified the avionics lead as the range lead and stated the rocket traveled 29 miles down range. The rocket actually traveled 12 miles down range. https://www.wired.com/story/a-rocket-built-by-students-reached-space-for-the-first- time/ Back to Top Senior Manager, Advanced Qualification Program Location:Ft Worth, TX, US Location: Flight Training Academy (DFW-FTRN) Additional Locations: None Requisition ID: 29419 Overview Join us for a career with endless possibilities. Looking for a job where a passion for innovation, a culture of teamwork, and opportunities for growth are valued and rewarded? You've come to the right place. You don't have to be an airline aficionado to join American Airlines. It takes more than cool planes to keep us ahead of the curve, and thanks to our team of behind the scenes professionals, we do just that. As the largest airline in the world, American Airlines is in the business of serving the global travel needs of our customers. At the core of the Company is our commitment to each customer and each employee. We are dedicated to developing and delivering what our customers value and are willing to pay for. Customer-centric planning, innovative marketing, and an exceptional customer experience are supported by a cadre of talented people. What does it take to join us? We're glad you asked! We expect exceptional skills in your discipline and a dedication to being the best as we relentlessly pursue our goal of being not just the largest airline in the world, but also the best airline in the world. Fortunately, we're building on almost a century of innovation and firsts in our industry - and we plan to continue that tradition of excellence. About The Job Responsible to the Director, Standards, to assist in achieving the objective of providing a corps of proficient pilots, flight attendants, dispatchers, instructors/evaluators, and assist with department support programs which ensure a safe and efficient flying operation. The Senior Manager, AQP will coordinate application, update and continual improvement of the Advanced Qualification Program, and ensure regular updates to all American Airlines pilot training curricula, as required. Specifically, you'll do the following: * Coordinate the development and standardization of all flight training curriculum including Distance Learning * Subject Matter Expert for all training curriculum * Oversee content, currency and standardization of training curriculum and documents * Coordinate revisions of training curriculum and documents * Oversee flight training data collection, analysis and reporting; monitor for trends and/or anomalies * Provide leadership for AQP development * Develop and manage the ISD process mechanisms * Communicate program objectives, goals, and accomplishments to management and check airmen * Supervise development of software requirements/specifications for database/program changes related to flight training * Primary contact with FAA for AQP document approval About The Job (Continued) * Primary contact with FAA and other external organizations for training development issues * Ensure compliance with FAA, Department of Defense, One World Alliance, and IATA Operational Safety Audits (IOSA) and other training requirements * Participate in safety risk management processes within Flight Operations and Flight Training and Standards that support the principles of Safety Management System (SMS) described in FAA Advisory Circular 120-92 (as amended) and the company Operations Policy Manual * Oversee Instructor/Evaluator Standards Program * Interface with Training Planning and Scheduling to coordinate and approve TMS master-plan changes * Verify policy and procedure compliance and communicate to Instructors/Evaluators * Co-chair Operations Data Analysis Working Group (ODAWG) Qualifications Required Qualifications * Bachelor's Degree in related field or equivalent experience/training * 5 years related job experience * Experience in data analysis & statistical methods such as regression modeling, forecasting, and process control * Experience with document publishing, including document creation, distribution, and management * Experience with Instructional System Design (ISD) processes * Experience with project management * Demonstrated ability to effectively prioritize, organize, and multi-task in a dynamic work environment * Expert level expertise with Microsoft Office (emphasis on Word, Excel & PowerPoint) * Proficiency in the use of Microsoft Access * Flexibility with work schedule and excellent attendance record * Ability to multi-task Qualifications (Continued) Preferred Qualifications * 5 years of aviation training or safety experience in FAR Part 121 or 135 operations, military operations, or equivalent experience * Development experience with software such as Cognos, Tableau, or Microsoft Power BI * Demonstrated database management skills * Ability to demonstrate proficiency with Adobe Framemaker * Experience with document publishing, including document creation and distribution * Experience with regulatory compliance and audit processes APPLY NOW Back to Top Aircraft Fire Hazards, Protection and Investigation Course presented by N. Albert Moussa, PhD, PE July 9 to 11, 2019 BlazeTech Corporation 29 B Montvale Ave, Woburn MA 01801 USA. Dear Colleague, While commercial air transport is very safe, the advent of new technologies poses fire safety challenges that will be treated in this course. This offering draws upon Dr. Moussa's work in this area since 1971 as well as related courses that BlazeTech has been teaching since 1998. Lectures will include Li and Li-ion battery fires, flammability of carbon fiber and glass fiber composites, emerging aviation fluids, engine fires, fuel tank fire/explosion, fire extinguishment methods, protection methods, aircraft accident investigation, and fire/explosion pattern recognition. Recent accidents are continuously added to the course. For each type of fire, this course will provide a cohesive integrated presentation of fundamentals, small- and large-scale testing, computer modeling, standards and specifications, and real accident investigation - as outlined in the course brochure. This integrated approach will enable you to address safety issues related to current and new systems and circumstances, and to investigate one of a kind fire and explosion accidents. The course will benefit professionals who are responsible for commercial aircraft, helicopters and unmanned aerial vehicles including design, equipment selection, test, operation, maintenance, safety management system, hazard/risk assessment, and accident investigation. View Brochure for course content and registration form (also embedded below). View Testmonials of previous attendees and their Companies. View some of the technical references discussed in this course. We also offer this course at the client site as well as customized courses on fire and explosion in other areas. If you have any questions, please feel free to contact us. Albert Moussa, Ph.D., P.E. BlazeTech Corporation 29B Montvale Ave. Woburn, MA 01801-7021 781-759-0700 x200 781-759-0703 fax www.blazetech.com firecourse@blazetech.com LinkedIn Back to Top Back to Top ICAEA Industry Survey Hello all, The ATC-PILOT Radio Communication Survey is now live: https://www.surveymonkey.com/r/ATC-PILOT_radio_communication It'd be great to get ATCOs and pilots to participate, so please help use your connections to get this to them. I plan to leave this open for as long as it takes to collect some meaningful data - hopefully enough even by the workshops in October and November to present a little. Best wishes, Michael Kay President (+66) 851098230 www.icaea.aero Back to Top The Steps to Organizational Reliability Reliable Organizational Performance Does regulatory oversight & compliance alone make an organization reliable? The answer is No. Organizations can be reliable today, and for variety of reasons, be less reliable tomorrow. While regulatory compliance programs satisfy an important function, high reliability requires sustained high performance - at the system, individual, and organizational levels. And this goes well beyond regulatory compliance. Simply put, reliability equals performance over time. There's a pattern to how bad things happen, and a science to preventing them. SG Collaborative Solutions shows you how to become sustainably reliable as an organization. The Steps to Organizational Reliability Whether your organization is an airline, manufacturer, Part 135, MRO, ATO, regulator, or other aviation company, there are five steps to organizational reliability, each one a crucial component of success. There are no shortcuts. The steps are: 1. Prepare - Schedule an introductory session and learn the Hidden Science 2. Commit - Engage leadership and train Transformation Advisors 3. Develop - Select and train a Reliability Management Team 4. Sustain - Build and refine a Reliability Management System 5. Qualify - Achieve ongoing Enterprise Leadership Qualification Click here To learn more about the steps. Once you've reviewed the information and are interested to learn more, click on the SCHEDULE AN INTRODUCTORY SESSION button under the first step to contact us for details. What Is the Sequence of Reliability™? The Sequence of Reliability is our proven approach to sustainable high performance: 1. First see and understand risk 2. Manage reliability in this order: a. System performance b. Human performance c. Organizational performance Why is this sequence important? Because successful results depend on it. There's a pattern to how bad things happen, and a science to preventing them. Our approach is guided by that science, and how it can help you get better results for your organization and in your everyday life. It's the hidden science of reliability. And it's been hiding in plain view. Why? Because it evolved in a crooked line, coming from diverse areas of expertise, segregated by specialties. The hidden science synthesizes engineering, behavioral psychology, neuroscience, ethics and the legal system. Harmonizing these specialties solves a fundamental problem: how to achieve sustainable reliability in a complex world. Engineers know system design but don't always understand human behavior because they don't think like typical humans. Psychologists and neuroscientists understand how people think and act, but don't always know how systems work because they don't think like engineers. And lawyers think differently than all of us. SG Collaborative Solutions combines all of these disciplines into a cohesive, connect-the-dots strategy for success. Contact Us to Learn More SG Collaborative Solutions, LLC Email: info@sg-collaborative.com Office Phone: 682-237-2340 Fax: 888-223-5405 Website: https://sgcpartners.com Curt Lewis