Flight Safety Information AUGUST 30, 2019 - No. 175 In This Issue Incident: REX SF34 near Merimbula on Aug 29th 2019, engine fire indication Incident: Jazz CRJ9 at Winnipeg on Aug 24th 2019, gear disagree Accident: Inuit B732 near Montreal on Aug 24th 2019, autopilot produces pitch up upsets Accident: Frontier A20N at Denver on Aug 27th 2019, turbulence injures flight attendant CAAC report gives no cause of Air China A330 fire Criminal Prosecution Exposure In Boeing Investigation May Come To Light With Expert Report Virgin Australia reducing disruptive in-flight announcements India will take a conservative view on allowing Boeing 737 MAX planes to fly again, says DGCA GPS TESTING TO DEGRADE SIGNAL Our World War II-era aviation systems aren't ready for the drone era While Welcomed, Supersonic NPRM Draws Industry Caution Groups Urge FAA To Block Supersonic Aircraft After 67 years, Honeywell's test aircraft retires from service Rolls Royce joins Widerĝe's electrical aircraft program Creating batteries that could help power air travel All-female pilot crew makes hurricane history Boeing 737 MAX's Return Could Bring an Airline Fare War. American Airlines Stock Could Rise Scientists Test Mars Spacesuit By Climbing a Glacier in Iceland Aircraft Crash Survivability Course September 2019 International Conference on Unruly Airline Passenger Behaviour Incident: REX SF34 near Merimbula on Aug 29th 2019, engine fire indication A REX Regional Express Saab 340B, registration VH-RXX performing flight ZL-139 from Moruya,NS to Merimbula,NS (Australia) with 19 passengers and 3 crew, was enroute at 9000 feet about 20nm northnortheast of Merimbula (editorial note: distance Moruya to Merimbula about 60nm) at about 20:11L (10:11Z) when the crew received indication of a right hand engine (CT7) fire, shut the engine down, discharged the fire extinguisher and stopped the indication. While emergency services at Merimbula scrambled to assist the aircraft, the aircraft entered a hold and landed safely in Merimbula about 30 minutes later. There are indeed Australian media claiming, the aircraft entered the hold to dump fuel. Merimbula emergency services (Fire and Rescue NSW Station 286 Eden FRNSW) reported: "FRNSW EDEN was called to Merimbula airport tonight at 20:17 hours, Rex plane had a emergency landing at Merimbula airport on Thursday night. The emergency response plan for airport emergences was activated and, once emergency agencies were in place at the airport, the aircraft made it successful landing with one engine shut down. Emergency services were told prior to the plane landing, plane had an engine fire which had been extinguished by the pilots. The plane landed safely and landed as normal. None of the passengers or crew were injured, large contingency of emergency services attended the call, FRNSW three appliances, RFS three appliances, NSW police and NSW Ambulance service where at Merimbula airport." The airline reported the crew received a cockpit indication concerning the right hand engine. http://avherald.com/h?article=4cc2961c&opt=0 Back to Top Incident: Jazz CRJ9 at Winnipeg on Aug 24th 2019, gear disagree A Jazz Aviation Canadair CRJ-900, registration C-FUJZ performing flight QK-8526 from Winnipeg,MB to Ottawa,ON (Canada) with 72 people on board, was climbing out of Winnipeg when the crew received a gear disagree indication. The crew stopped the climb, worked the related checklists which resulted in all gear down and locked, burned off fuel and returned to Winnipeg for a safe landing about 90 minutes after departure. The Canadian TSB reported maintenance identified a proximity sensor was damaged. The sensor as well as the nose weight on wheel center wiring harness were replaced. The aircraft had experienced another gear disagree two days earlier, see Incident: Jazz CRJ9 at Winnipeg on Aug 22nd 2019, gear disagree. https://flightaware.com/live/flight/JZA8526/history/20190824/2335Z/CYWG/CYOW http://avherald.com/h?article=4cc2810e&opt=0 Back to Top Accident: Inuit B732 near Montreal on Aug 24th 2019, autopilot produces pitch up upsets An Air Inuit Boeing 737-200, registration C-GSPW performing flight 3H-704 from Montreal,QC to La Grande Riviere,QC (Canada) with 35 passengers and 4 crew, was enroute at FL340 about 10 minutes after reaching cruise level with the autopilot engaged when the aircraft suddenly pitched up. The crew disconnected the autopilot, noticed vibrations/buffeting in the flight controls and returned the aircraft to FL340. The crew requested a block altitude, then re-engaged the autopilot which resulted in a second uncontrolled pitch up. The crew disconnected the autopilot again, requested to descend to FL320. A passenger received injuries in one of the upsets, the crew requested an ambulance to meet the aircraft at La Grande Riviere. In the meantime two nurses on board of the aircraft assisted the injured passenger. The aircraft landed at destination without further incident. https://flightaware.com/live/flight/AIE704/history/20190824/1340Z/CYUL/CYGL http://avherald.com/h?article=4cc278b1&opt=0 Back to Top Accident: Frontier A20N at Denver on Aug 27th 2019, turbulence injures flight attendant A Frontier Airlines Airbus A320-200, registration N328FR performing flight F9-461 from Minneapolis,MN to Denver,CO (USA), was descending towards Denver when the aircraft encountered turbulence causing injuries to a flight attendant. The aircraft continued for a safe landing in Denver. The FAA reported a flight attendant broke a leg when the aircraft encountered turbulence during the descent towards Denver. The occurrence was rated an accident. https://flightaware.com/live/flight/FFT461/history/20190827/1110Z/KMSP/KDEN http://avherald.com/h?article=4cc26fee&opt=0 Back to Top CAAC report gives no cause of Air China A330 fire A fire that severely damaged an Air China Airbus A330-300 during boarding at Beijing Capital International Airport Aug. 27 was brought under control 57 min. after discovery, according to the Civil Aviation Administration of China (CAAC). An airport firefighting team arrived at the aircraft 6 min. after the fire was detected and the flight crew issued a "mayday" declaration, according to the CAAC. The brief report gives no hint as to the cause of the fire, detected when smoke came from the forward cargo hold. Photographs on social media show the fire burned through the top of the fuselage between the wing and forward passenger doors. Boarding of the scheduled 167 passengers for Air China flight CA183 to Tokyo Haneda began at 4:35 p.m. local time, CAAC said. The aircraft was set to operate with a three- person flight crew, 11 in the cabin and one safety officer. At 4:48 p.m., when 147 people were aboard, the cabin crew heard an alarm for the space below the second left cabin door and smelled an irritating odor, according to the CAAC's brief report. Seeing white smoke near the connection between the door and aerobridge, they immediately alerted the flight crew. At the same time in the cockpit, the aircraft's electronic centralized monitoring system issued a "smoke/fwd cargo smoke" alert. The flight crew activated fire extinguishing bottles in the hold and called "mayday." The crew directed passengers to quickly leave the aircraft. When they were sure that no passenger was left on board, the cabin attendants and copilots left. "The captain was the last to leave," CAAC said. Airport firefighters arrived in the vicinity of the forward hold at 4:54 p.m., opened the cargo door and sprayed water to extinguish the fire. At 5:45 p.m., the thick smoke was brought under control. Although the smoke was initially white, social media photographs show it was later black-and thick enough to obscure part of Beijing Capital's Terminal 3, where the aircraft was standing. Air China has not stated what it will do with, or whether it will scrap, the five-year-old A330. In a separate statement, CAAC said cargo in the forward hold comprised road-vehicle air pumps, pump parts, plastic boxes, polyester storage bags, camera lens assemblies, camera flash units, toys, sticky note paper, decorative flowers, dresses, plastic furniture, tubes for suction bells and impellers. There was no baggage in the hold. The aft hold contained clothing, wind chimes, backpacks and pendants for use with telephones. The bulk cargo space contained "mixed goods [and] sweaters," CAAC said. No baggage is mentioned in relation to the aft hold or bulk cargo space. https://atwonline.com/safety/caac-report-gives-no-cause-air-china-a330-fire Back to Top Criminal Prosecution Exposure In Boeing Investigation May Come To Light With Expert Report Jacob Frenkel Contributor A critical signal as to the likelihood of US Government criminal prosecution of Boeing or any of Boeing's employees may arrive this week when an international panel of aviation experts publishes the long-awaited report of the Joint Authorities Technical Review (JATR) in connection with Federal Aviation Administration (FAA) certification of the Boeing 737 MAX. Although actual criminal prosecution of Boeing is rather unlikely, criminal prosecution of employees, including possibly for involuntary manslaughter, could be the subject of active debate inside the Department of Justice. Experienced aviation attorney Brenda Roubidoux Taylor stresses that "overshadowing this question of possible criminal prosecution is the aviation industry's longstanding tenet against criminalizing aviation accidents and the related actions of its professionals." Taylor points to the Flight Safety Foundation's memorializing this position in its 2006 Joint Resolution signed by top global aviation safety groups against the criminalization of aviation accidents. Taylor, formerly in-house counsel for a leading regional airline, stresses that "the larger aviation community steadfastly believes that threatening aviation professionals with criminal investigations or prosecutions will undermine long-standing self-reporting initiatives, such as the Aviation Safety Action Program (ASAP), that encourage aviation professionals to report voluntarily safety issues and incidents without fear of discipline." The viable threat of criminal prosecution could disincentivize cooperation by those involved in aviation incidents or accidents; going forward, they may opt to "lawyer-up" rather than cooperate with investigators. Taylor, again referencing the 2006 Joint Resolution, notes that "this 'free flow of information' from those within the industry is critical for determining the cause of and preventing aircraft accidents and incidents." United States criminal enforcement involving the U.S. aviation industry has produced only a handful of DOJ criminal investigations and prosecutions. The higher profile cases include the 1996 ValuJet crash in the Florida Everglades killing all 110 onboard (three individuals acquitted and federal conviction of company overturned); the 2000 Alaska Airlines crash into the Pacific Ocean killing all 88 on board (federal investigation dropped due to lack of evidence); the 2005 Platinum Jet collision into a building during takeoff from Teterboro Airport with no fatalities (two convictions for conspiracy to commit wire fraud and to defraud the FAA, and making false statements); and the 1980's Eastern Air Lines maintenance practices whistleblower-driven investigation with no fatalities (one conviction for conspiracy and obstructing a FAA investigation into the airline). These investigations resulted in few indictments, and even fewer convictions. As to the Boeing 737 MAX, DOJ has scattered a few clues as to its investigative thought process over the past few months. The breadcrumbs, through its subpoenas, reflect interest in - at a minimum the role or work of - a former Boeing flight-controls engineer, at least one person involved with the 737 MAX's development, and pilot unions for several major commercial airlines. That is in addition to the understandable interest in records relating to the Boeing 787 Dreamliner production. Potential charges against Boeing employees and other individuals range from involuntary manslaughter to various forms of obstructing the investigation. The source of this menu of potential charges is an analysis only of publicly available documents and informative investigative reporting. Likely under consideration at DOJ are: Involuntary Manslaughter: Shortly after the Lion Air crash on October 29, 2018, Boeing issued a service bulletin to airlines describing certain procedures for 737 MAX pilots to follow if the pilots experience an erroneous indication from an Angle of Attack (AOA) sensor. If during the development of this service bulletin a Boeing test pilot, simulator operator, or engineer observed clear indications that the procedures were ineffective to recover from an uncommanded nose down stabilizer trim but did not report it, then that could give rise to negligent or grossly negligent conduct resulting in death and satisfy the definition of involuntary manslaughter under federal criminal law. Destruction of Evidence: If, during and as part of Boeing's internal post-accident investigation of the 737 MAX, any Boeing employee or contractor directed the destruction of or personally destroyed records of testing or data from test flights or flight simulations, then such conduct would be actionable criminally. Boeing has a highly experienced, knowledgeable and trustworthy internal investigation team that unquestionably would have issued timely and correct preservation instructions. However, just because lawyers and investigators send the correct signals does not mean that the rank and file - of those effected directly - heed counsel's instruction. Destruction, alteration or falsification of evidence is its own offense, independent of the obstruction of justice and false statements statutes, and carries a maximum sentence of 20 years. Obstruction of Congress: Following the Lion Air and Ethiopian Airlines accidents, the House Committee on Transportation and Infrastructure commenced an investigation into the FAA's aircraft certification process. In fact, upon commencing its investigation, the Committee set up a whistleblower page on its website inviting information. Congressional investigations are very much part of the fabric of Congressional committee business. While the current investigation by various Congressional committees of the Trump Administration, the President, and Special Counsel Robert Mueller's report have brought renewed attention to Congressional authority to hold criminally liable those who obstruct Congressional investigations, such charges have a long history in District of Columbia jurisprudence. Withholding documents and providing false or misleading information (such as manipulating data or withholding data) in response to Congressional subpoenas, or lying during investigative testimony, if any of those acts occurred, would form the basis for charging obstruction of a Congressional inquiry. Conspiracy to Defraud the United States: A possible omnibus charge against Boeing could be circumventing the FAA certification process by concealing material facts about the Maneuvering Characteristics Augmentation System (MCAS) software and overall design of the 737 MAX from the FAA, if that occurred. Such a charge could be the omnibus allegation to resolve any criminal investigation as to the corporation. Conspiring to defraud the United States essentially means, in this context, conspiring for the purpose of impairing, obstructing or defeating the lawful function of ensuring federal aviation safety. Boeing employees known as "Authorized Representatives", signed on behalf of the FAA certifying that Boeing technology met the safety standards under federal regulation. The expectation is that Authorized Representatives operate completely independent of Boeing without influence by Boeing in their decision-making. On an individual level, an Authorized Representative even could be charged, if the specific employee had a role in conspiring to defraud the FAA and Boeing customers by certifying the faulty MCAS software. The same theory could apply to Boeing upper management. False Statements: The most common false statements charge in federal criminal enforcement of corporate conduct is lying to federal law enforcement agents, such as the FBI or inspectors general, or lying to civil regulatory enforcement authorities, such as staff of the SEC's Division of Enforcement. Lying by anyone to FAA investigators, if that occurred, would implicate the false statements statute, because the statute prohibits false statements in connection with any matter within the jurisdiction of the Executive Branch of the US Government. The FAA is a component of the Department of Transportation, thus within the Executive Branch. Wire Fraud: A less likely but nevertheless potential charge is wire fraud, the use of a wire communication to advance a scheme to defraud involving a material deception with the intent to deprive another of either property or honest services. Such a charge could present against a Boeing employee with primary responsibility for communicating and coordinating with the FAA and making false and fraudulent representations to the FAA in order to gain FAA certification of the 737 MAX. The interaction of the Authorized Representatives with the FAA could implicate consideration of the wire fraud statute. Where then does that leave Boeing, particularly if DOJ charges certain Boeing employees? More than 100 years ago, the United States Supreme Court wrote that "we see no good reason why corporations may not be held responsible for and charged with the knowledge and purposes of their agents, acting within the authority conferred upon them." Thus, the Supreme Court established the fundamental principle of corporate criminal liability -- the acts of officers, directors, employees and agents are the source of corporate liability. Nevertheless, an actual criminal prosecution of a major corporation is rare, particularly given both the collateral consequences of such prosecutions and the swift remedial responses that major corporations undertake. So, while the liability of any individuals, if any, can result in mirror charges against Boeing, we are much more likely to see a quick resolution. For Boeing and the individuals responsible, the time-tested corporate enforcement strategy of throw officers and employees under the bus as part of a corporate resolution certainly could come into play. In evaluating a corporation's compliance program and in considering how to resolve criminal charges against a corporation, prosecutors consider remedial measures adopted by the corporation. Such remedial measures include discipline of responsible persons. For example, Boeing President, Chairman and CEO Dennis Muilenberg, who is an aerospace engineer by training, could be imputed with a technical understanding and appreciation of problems with the MCAS system. If Muilenberg or any other senior official involved in preparing and issuing the service bulletin knew that the publication simply was applying a bandage to a catastrophic problem, then prosecutors could be expecting that Boeing deliver evidence of such knowledge to serve as the basis for a prosecution of the individual. Experience dictates that the deal-making is well underway, and at the corporate level for Boeing likely is well-advanced. Needless to say, before prosecutors bring any case or seek a guilty plea there will be a determination as to whether there is evidence to warrant criminal charges against the company and individuals. Nevertheless, as Taylor observed, in her more than 10 years working in the commercial airline industry, "This investigation will set a new standard for compliance and enforcement. Major regulatory reforms, such as we haven't seen since the 2009 Colgan Air accident, will follow in the U.S. aviation industry." https://www.forbes.com/sites/jacobfrenkel/2019/08/28/criminal-prosecution-exposure- in-boeing-investigation-may-come-to-light-with-expert-report/#563aec5149a1 Back to Top Virgin Australia reducing disruptive in-flight announcements Virgin Australia says it's reducing disruptive in-flight announcements as some customers find them to be annoying interruptions. "This is the captain not speaking..." Photo credit: Getty If you find interruptions to your in-flight entertainment by the captain and cabin crew annoying, Virgin Australia feels your frustration. The Australian airline announced it'll be slashing 750 jobs after posting a loss of AU$315.4 million this week, which also saw its shares drop 6 percent in a day. Virgin Australia's new chief experience officer, Danielle Keighery, told The Australian that as well as getting rid of staff, the airline is looking at other ways to improve its service without spending cash. "One of the things we've uncovered in some of the research we've been doing is people get sick of hearing or being disturbed by too many announcements in flight," Keighery said. "So we've actually cut down on those announcements, making sure we still cover the safety perspective but reducing the number of times we interrupt people. "They're the sort of things you can do that don't actually cost more money but provide a better experience for our customers." On Twitter, a few Kiwis have piped up with opinions on the Virgin Australia move, including comparing it to Air New Zealand's service. "As someone who has a great fear of flying, their announcements often explain when to expect bumps, how the landing and take off will be. It's been a godsend to have these and improve my confidence when flying," said Data Ventures director Drew Broadley. "Air NZ is definitely one of the worst for this, including inane jokes to show how relaxed and Kiwi it is," said lobbyist Matthew Hooton. Tony Brown of Huawei Australia tweeted: "Nothing more annoying than having the in- flight entertainment interrupted by Chief Steward droning on about 'what a pleasure it is to have you on board'." Virgin Australia also says it's upgrading its in-flight menu. "We'll be taking inspiration from the global Virgin brands rather than our competitors here," Ms Keighery told The Australian. "I'm very confident we will only improve the customer experience through having a deep understanding of what the Virgin experience stands for." Do you like hearing from the captain, or hate it? https://www.newshub.co.nz/home/travel/2019/08/virgin-australia-reducing-disruptive- in-flight-announcements.html Back to Top India will take a conservative view on allowing Boeing 737 MAX planes to fly again, says DGCA SpiceJet is the only Indian carrier having a Boeing MAX aircraft in its fleet New Delhi will take a"conservative view" on allowing Boeing 737 MAX on to fly again on India's airlines, Arun Kumar, Director-General of Civil Aviation, said on Thursday. Aviation regulators worldwide had grounded the plane after the model was involved in two fatal crashes. The DGCA grounded all India-registered Boeing MAX 737 aircraft in March this year. At the moment, SpiceJet is the only Indian airline which has a Boeing MAX aircraft. Jet Airways, which suspended operations in April, was the only other Indian airline to have ordered this model. Kumar, however, declined to specify whether India will be among the first few countries to allow the Boeing 737 MAX to fly again after it is certified by global aviation authorities including the US Federal Aviation Administration (FAA) and the European Union Aviation Safety Agency. Indications are that the DGCA will wait till a sufficient number of countries allow the MAX to restart flying, and after the Indian regulator is fully satisfied that the plane is safe, it will allow the aircraft to restart flying in India. The DG, who was taking part in a media workshop organised by the Ministry of Civil Aviation, said that the FAA is likely to start the process of certification of Boeing 737 MAX in October. BS Bhullar, who was DG when the planes were grounded, had then told newspersons that while the DGCA had shared with the FAA and Boeing all the steps it was taking to ensure safe flights by the aircraft, the responses received from them were generic. "It was a general thing. On the specific issues we raised, we felt that they were not being addressed. World over, the general (feeling) of every robust regulator is that, at this moment, there are safety concerns," Bhullar had said. https://www.thehindubusinessline.com/economy/logistics/india-will-take-a- conservative-view-on-allowing-boeing-737-max-planes-to-fly-again-says- dgca/article29291047.ece Back to Top GPS TESTING TO DEGRADE SIGNAL SOUTHEASTERN U.S. AFFECTED AGAIN GPS aerial navigation could become unreliable or unavailable again over the southeastern United States and adjacent coastal waters during a U.S. Navy exercise that will involve GPS interference testing this Friday, Aug. 30, and next Thursday, Sept. 5. This FAA graphic shows locations and altitudes where GPS interference testing scheduled for Aug. 30 and Sept. 5 could affect GPS-based aircraft navigation and ADS-B operation. The FAA issued a flight advisory Aug. 27 for the testing, which will be centered in the Atlantic off the Georgia coast, on the SAV VOR's 139-degree radial at 84 nautical miles. It could affect GPS reliability at 50 feet agl within a 127-nm radius; at 4,000 feet, within 197 nm; at 10,000 feet, within 242 nm; and at Flight Level 250, within 307 nm. At and above FL400, GPS signal accuracy could be affected anywhere. The tests are scheduled for 1800 Zulu to 2200 Zulu on Aug. 30, and 1600 Zulu to 2000 Zulu on Sept. 5. Hurricane Dorian is bearing down on the coastal area and might affect the scheduled interference testing. The FAA advisory says that GPS interference notices to airmen may change with little or no notice, and encourages pilots to check regularly for updates. The agency did say that notams will be published at least 24 hours in advance of any GPS tests. GPS interference testing can be expected to affect Automatic Dependent Surveillance- Broadcast as well. The FAA clarified in a July policy statement that aircraft operators who encounter GPS interference will not be held responsible for a GPS performance failure that results in noncompliance with the ADS-B rules. If a scheduled GPS- interference event is the only anticipated impediment to ADS-B compliance, the FAA said, an operator should proceed with the planned flight. "This GPS interference supports a carrier strike group in the Atlantic and is important for military training and testing," said Rune Duke, AOPA senior director of airspace and air traffic. "However, AOPA and airlines continue to raise concerns about the effect regular GPS interference has on safety and efficiency. The VOR minimum operational network was not envisioned to be needed on a daily basis to offset what has now become routine GPS interference. We are concerned the FAA is not adequately accounting for the safety and efficiency impacts of what is now common military activity across much of the United States." AOPA has been working at many levels to increase the focus on civil aviation safety as GPS interference-testing events proliferate, Duke said. The growing number of tests is resulting in increased pilot complaints, and he expects them to increase further as more pilots shift to GPS-based navigation and the FAA's ADS-B Out mandate takes effect Jan. 2, 2020. Pilots who experience any loss of GPS capability should inform air traffic control immediately, and file an anomaly report if they lose any capability using the FAA's GPS Anomaly Reporting Form. And pilots who encounter a hazardous interruption of GPS navigation-resulting in flight control issues or other safety-of-flight concerns, for example-should say the phrase "Stop buzzer" to ATC, Duke emphasized. Doing so will begin the process of interrupting the GPS interference testing and restore normal GPS signal reception, he explained. If a pilot is not communicating with ATC, he or she can use the 121.5-MHz emergency frequency. "Pilots should only say 'stop buzzer' when something unsafe is occurring that warrants declaring an emergency," Duke said. "They should make sure ATC knows that the emergency is GPS-related and that halting the GPS interference could resolve the emergency." These are all the locations where intentional GPS interference has been conducted by the Department of Defense in 2019, with the 4,000 foot agl impact radius depicted. AOPA created the image using MITRE's TARGETS software. https://www.aopa.org/news-and-media/all-news/2019/august/29/gps-testing-to- degrade-signal Back to Top Our World War II-era aviation systems aren't ready for the drone era Imagine the operational challenges of helping to oversee and manage more than 16 million flights in a year, or 44,000 flights a day. To make things even more complicated, ponder that the Federal Aviation Administration (FAA) is charged with handling 5,000 aircraft flying at any one time from some 19,622 airports around the country. Now consider that the FAA is responsible for 5.3 million square miles of domestic air space and is using World War II-era technology of ground-based radar to keep the 2.5 million people a day who travel safe. While we can track a drug dealer on the corner of Fifth and Main using a satellite tracking system, we are using technology that is more than 70 years old to track a commercial airliner in the 21st Century. For the most part, the world was unaware of this until Malaysian Airlines Flight 370 disappeared in March of 2014, and we soon learned that we had no way of tracking the aircraft because it was beyond our radar's capability. The demand for air travel worldwide is expected to double in the next 15 years, which means we must create and operate the most technologically complex air traffic control systems on the planet.The NextGen program will allow us to do just that, but a lack of funding has prevented it. Using ground-based radar technology will not allow us to stay ahead of the growth of commercial aviation, nor will it allow us to properly manage critical airspace with the millions of commercial and private drones that are expected to take to the skies. Also, companies such as Uber and Boeing are developing and testing unmanned air taxis, which will also soon populate our skies. When we consider the positive impact commercial aviation plays in our nation's economy, everything possible needs to be done to invest in the future of air travel. Yet, in February 2019, why did Congress approve a reduction of the FAA's budget by $549 million? If anything, the budget should be increased as we invest in the future of aviation management. It is in our best interests for Congress to work with President Trump and his FAA administrator, Captain Steve Dickson, to implement the Next Generation Air Transportation System (NextGen). NextGen is the FAA's solution to modernizing air traffic control systems operation. This new set of standards would allow for air travel technology to be brought up to speed after decades of falling behind. It would also prepare us for the rapidly evolving future. In 2016, Dickson wrote that "the FAA, in collaboration with industry stakeholders, is making solid progress introducing new systems and improving the performance of the U.S. air traffic control (ATC) system. New operational capabilities are being introduced systematically as part of the NextGen program, which is driving the evolution of U.S. airspace into a more modern and reliable system." I believe we must heed the director's words and increase funding for the implementation of NextGen. Let's allocate enough money to reclaim our position as a leader in world aviation. Setting tangible goals for an updated system will result in fewer costly delays and less opportunities for human error that put passengers at risk. America has crucial infrastructure needs, but few are as pressing as this. We need to move into the future with a plan, or flight delays will be the least of our worries. Luckily, there is a solution. We just have to fund it. https://thehill.com/opinion/technology/459134-our-world-war-ii-era-aviation-systems- arent-ready-for-the-drone-era Back to Top While Welcomed, Supersonic NPRM Draws Industry Caution While believing that the FAA's recent proposal on special flight authorizations for civil supersonic flight is a key step toward making such operations a reality, manufacturers are seeking several changes to stipulations that they fear serve as a barrier to testing over land. In June, the FAA released a notice of proposed rulemaking (NPRM) to facilitate special authorizations for supersonic flights primarily for flight-testing purposes. Deadline for comments to the NPRM (FAA-2019-0451) was August 27. Coming at the behest of a congressional directive, the proposal is being praised in the industry as "an important first step toward enabling the next generation of environmentally responsible supersonic aircraft." The ability to test developments in new supersonic designs has been hamstrung by the current regulations prohibiting supersonic flight over land, even in testing. Special flight authorizations would facilitate such testing and enable manufacturers to build important operational and noise data, they say. "For manufacturers, testing at supersonic speeds will allow them to better understand the environmental impacts supersonic flight will have and inform decisions on the future design and operation of aircraft," the Aerospace Industries Association and General Aviation Manufacturers Association said in joint comments on the proposal. "We therefore welcome the FAA's attempts to streamline the authorization process for such flights." The associations, which represent the range of business, general aviation, commercial and aerospace manufacturers, acknowledged the need for new supersonic aircraft designs to be environmentally responsible to be able to fulfill the vision of new possibilities for travel. "We are advocating for a modern regulatory framework that delivers a balance between protecting against significant impacts on people and the environment and fostering an ecosystem where new technologies can thrive," they said. To that end, the associations expressed the belief in two basic tenets: the FAA should prohibit routine flights at supersonic speeds over land until technologies provide for acceptable levels of noise exposure, and manufacturers need to incorporate technologies that minimize landing and takeoff noise around airports. On the first point, the associations stressed, "The industry has no intention of creating aircraft that cause loud sonic booms over populations, and it supports appropriate rules to prevent this from happening." However, they also noted that technologies exist to enable supersonic speeds without an audible boom on the ground and added that NASA research will provide necessary data to support responsible supersonic speeds. On the second tenet, the manufacturers acknowledged the differences in performance characteristics-and accompanying noise-in supersonic designs but pledged that manufacturers "are committed to ensuring these aircraft are no louder than aircraft that currently operate around airports today." They pointed to the "huge advances" made in modern technology, estimating that the latest commercial aircraft models are 85 percent more fuel efficient and 75 percent quieter than the first generation of jetliners. "We expect to see similar improvements in supersonic aircraft performance over time." These tenets were fully endorsed by GE Aviation, the engine partner on Aerion's AS2 supersonic business jet project. "Our responsibility goes beyond producing propulsion systems that power aircraft with acceptable noise levels, but that aircraft powered by our propulsion systems are compatible with the aviation industry's ambitious carbon reduction goals," GE Aviation added. "Manufacturers are already committed to producing the most fuel-efficient supersonic aircraft that are technologically feasible." INDUSTRY CONCERNS While accepting that any steps forward must come with environmental responsibility, the manufacturing representatives had a number of concerns about restrictive language in the NPRM. Most of those commenters, also including Aerion and Boom, were particularly worried that the NPRM describes restrictive terms of "no sonic boom overpressure" and "no measurable sonic boom overpressure" as the implied standard for any supersonic test flight over land. The associations called the terms "absolute prohibitions" and said they "would be unduly restrictive and one that an applicant would be unable to guarantee a test flight." To achieve the intent of the NPRM, GAMA, and AIA suggested that the FAA instead ensure that such flights would have no significant impacts on the environment or communities. The associations asked the FAA to use the same approach as used in other forms of transportation, including subsonic aircraft, under the National Environmental Policy Act. "We believe that transportation impacts on communities and the environment should not be assessed differently because of the source of those impacts," the associations said. "We believe that the sonic booms associated with a small number of supersonic test flights in an appropriate test area should not be considered as creating a significant impact on the environment." The terms "no sonic boom overpressure" and "no measurable sonic boom overpressure" ignore that it is possible for a sonic boom to occur without it being audible on the ground, they added. Aerion echoed the sentiment that "no measurable sonic boom overpressure" over land "would effectively create a ban on all supersonic flight" and agreed it should be replaced "with a reasonable standard based on currently available sonic boom prediction and control technology." The Reno, Nevada-based developer of the AS2 further reiterated that the same standards should apply to other forms of transportation. The overpressure measurement "goes far beyond what is required under the National Environmental Policy Act" and is unnecessary, added Boom Technology, a developer of a commercial passenger supersonic jet. "The FAA has the tools to determine whether such a condition is consistent with the level of environmental protection required." Other comments encouraged the FAA to better define what testing might receive flight authorization. Boom questioned the stipulation that applicants for special flight operation demonstrate that the tests could not be performed over the ocean. The company said such a stipulation is "not economically reasonable and undermines safety." Aerion and GE Aviation, meanwhile, encouraged the facilitation of the transfer of overwater flight results and parameters to over-land flight trials outside defined testing areas. "Otherwise, the over-ocean supersonic flight testing will have to be duplicated in subsequent flight testing inside the NAS under an FAA special flight authorization, which would entail needless expense, generate only redundant information, and lead to unnecessary duplicative flights and the associated impacts thereof," Aerion said. Further, the AS2 partners questioned stipulation that applicants planning to operate outside a defined test area show that the conditions and limitations of the flight "represent all foreseeable operating conditions and are effective on all flights." This requirement is "unreasonable and unachievable," Aerion contended and suggested that be replaced with standards based on available sonic boom prediction and control technology. Aerion engine partner GE Aviation agreed. "The requirement for previous tests to represent all foreseeable operating conditions is far too restrictive," the engine-maker said in its comments. "This requirement should be changed to reflect technological capabilities which allow reliable prediction of sonic boom formation and the ability to adapt to manage and mitigate any sonic boom impacts." But any process for approving flights outside test areas should protect against sonic boom impacts, GE Aviation added. Boom further encouraged the expansion of test ranges. "The industry will need new supersonic test areas if even a handful of manufacturers seek to engage in development, certification, and production of supersonic aircraft. Existing supersonic airspaces are too small, too crowded, and too few to support the ambitions of the industry." Despite the different concerns, the manufacturers were encouraged by the NPRM. "We appreciate the greater clarity the FAA has sought to add to the existing application process and believe this will improve outcomes for manufacturers, as well as communities and the environment, by setting clearer expectations of what is required," the engine maker said, adding it was "pleased with the direction the FAA is moving in with this proposed rule." "We believe it is possible to expeditiously integrate supersonic testing into the National Airspace System while preserving existing standards of protection," Boom said, adding it "applauds" the FAA's leadership do date on the issue. "We appreciate the vital, data- driven work that the FAA does to maintain an appropriate level of environmental protection, while balancing numerous considerations imposed by law." https://www.ainonline.com/aviation-news/business-aviation/2019-08-29/while- welcomed-supersonic-nprm-draws-industry-caution Back to Top Groups Urge FAA To Block Supersonic Aircraft A coalition of 28 public interest groups led by the Arizona-based Center for Biological Diversity sent a letter to the FAA asking the agency to refrain from removing the ban on overland supersonic flight or supporting rulemaking that might lead to the revival of supersonic aircraft on Tuesday. According to the Center for Biological Diversity, the letter comes in response to the FAA's move to update authorization procedures for supersonic test flights over land in the U.S. The letter (PDF) cites climate damage, air pollution, and noise as the primary reasons to for the groups' opposition to supersonic flight. "The world is burning, and supersonic planes would pour jet fuel on the fire," said Center for Biological Diversity senior attorney Clare Lakewood. "It would be madness to sabotage our shot at preserving a livable climate so the ultra-rich can take faster flights." Between NASA's Quiet SuperSonic Technology (QueSST) project and commercial companies like Boom Technology, Aerion Supersonic and Spike Aerospace, development of supersonic passenger aircraft has seen a resurgence in recent years. As previously reported by AVweb, the FAA issued a notice of proposed rulemaking (NPRM) on revised regulatory procedures for obtaining approval to test supersonic aircraft last June as mandated by the FAA Reauthorization Act of 2018. https://www.avweb.com/flight-safety/faa-regs/groups-urge-faa-to-block-supersonic- aircraft/ Back to Top After 67 years, Honeywell's test aircraft retires from service One reason airliners can safely fly around or even through a thunderstorm became a part of aviation history on Thursday, as Honeywell's Convair 580 test aircraft finally called it a career. PHOENIX - One reason airliners can safely fly around or even through a thunderstorm became a part of aviation history on Thursday, as Honeywell's Convair 580 test aircraft finally called it a career. At the age of 67 years old, the plane had a long career, and the plane made its final departure from Arizona Thursday morning, as the sun came up at Sky Harbor. "It's like a truck. It's not power steering. There is no hydraulic assist or anything, which is common in planes this size, or electric assist," said Honeywell's Chief Test Pilot, Randy Moore. Moore has been in the left seat of the airplane for the last 15 years. "It was made in 1952. I was born in 1952. It's like it's my plane," said Moore. The aircraft has served as an important test platform for some of the most important aviation safety breakthroughs ever, like collision avoidance, proximity warning system, and the latest in radar technology. These technologies were all put to the test in this plane before it ever showed up in modern airliners. "It's been a great plane and a load of stuff for aviation safety," said Moore. It was also used to fly through thunderstorms to see how the equipment it was testing would hold up. Something that Moore says came to the astonishment of Phoenix air traffic controllers. "It's pretty funny to hear the comments from ATC," said Moore. "You want to fly through that?' It's been a kick over the years." As the plane taxied for its final takeoff from Sky Harbor, Moore says its good to know it will be part of a new aviation museum in Canada. He can't wait to see it there. "They are going to have a grand opening for the museum," said Moore. "It's a brand new museum, and I'm going to try to finagle a couple of invitations for that." On Thursday afternoon, the plane landed safely in Boise, Idaho, where Moore walked out of the plane for the last time. Those in charge of the new aviation museum in Kelowna, a town in Canadia's British Columbia province, will take her from there. https://www.fox10phoenix.com/news/after-67-years-honeywells-test-aircraft-retires- from-servic Back to Top Rolls Royce joins Widerĝe's electrical aircraft program Rolls-Royce and Widerĝe announced joining forces on a research program that ultimately strives to develop an electrical aircraft concept. Widerĝe is yet another Norwegian company exploring the options of green aviation. The research program is part of the effort to develop an electrical aircraft concept, both companies announced on August 28, 2019. The electrical plane would replace Widerĝe's legacy fleet of regional aircraft, as the airline has the ambition to change its 30+ old Dash 8 fleet with zero-emission aircraft by 2030. At the moment, Widerĝe has 42 De Havilland Canada DHC-8 Dash 8 planes, the average age of them is over 21 years, planespotters.net data reveals. Beside old Dash 8s, in 2018 it has started taking deliveries of new Embraer 190-E2s and currently has four of the aircraft in its fleet. Back in March 2019, Widerĝe CEO Stein Nilsen revealed the airline was in talks with five companies on zero emissions aircraft but had not yet decided on which fuel to opt with: "Whether the aircraft runs on electricity, hydrogen or are hybrid-based is too early to say. Green technology on short runways is possible, and within 2025," Nilsen told Finansavisen. Rolls-Royce, which already is doing research in emission-free aviation in its facility in Norway, will "help advise on all elements of the project". "This project will further build on our global electrical capability, which was recently boosted by the acquisition of Siemens eAircraft business and complements the electrical work we are principally doing in the UK and Germany, whilst building on the knowledge gained through the ATI supported E-Fan X program," Alan Newby, Director, Aerospace Technology & Future Programs at Rolls-Royce is quoted in a statement as saying. Airbus has signed a research agreement with SAS Scandinavian Airlines to cooperate on hybrid and electric aircraft and infrastructure requirements. The program is funded by Norwegian government innovation support fund, expected to last for two years. Why is green aviation on the rise in Norway? Widerĝe is far from being the only company in the region launching a green aviation initiative. In fact, it is not even the only company in the country with ambitions to turn all electric. In April 2019, OSM Aviation, Norwegian pilot training school, placed an order for 60 eFlyer 2 electric aircraft, manufactured by Bye Aerospace, calling the deal "the largest order for commercial electric planes to date". While the aircraft is still in the testing stage and to be yet approved by regulators, OSM Aviation Director of Sales Fredrik Strand Randgaard told AeroTime that is expects the first planes to arrive as soon as by the end of 2021. Norwegian Government has ambitious plans regarding green aviation. On the one hand, Norway has introduced regulatory changes under which 0.5% of aviation fuel sold in the country will have to be advanced biofuels starting from starting January 1, 2020. Hopes are that by 2030, biofuel to make up no less than 30% of all aviation fuels sold. However, since biofuel can cost up to three times more than traditional jet fuel, and the exceptions in the country's regulation cover military, but not commercial aircraft, airlines in the region have a real reason to start looking at cost-saving solutions such as green alternatives. Increasing the usage off biofuel falls into a wider framework of initiatives to reduce greenhouse gas emissions from Norway's transport sector by half by 2030. For instance, the country also strives that all its short-haul flights would be carried out on electric aircraft by 2040. https://www.aerotime.aero/aerotime.team/23877-rolls-royce-joins-wideroe-s-electrical- aircraft-program Back to Top Creating batteries that could help power air travel Researchers present early findings in effort to create less polluting flights Researchers at the Ohio State University Center for Automotive Research have created new computer models to predict the life and performance of batteries that could power some passenger airplanes - a step forward for cleaner, more efficient air travel. The models show that adding lithium-ion batteries to a regional airplane could reduce that airplane's fuel needs by up to 20 percent, the researchers said. The team presented the findings last week at the American Institute of Aeronautics and Astronautics Electric Aircraft Technologies Symposium in Indianapolis. Marcello Canova "We are working on ways to make air travel less carbon-intensive," said Marcello Canova, a co-presenter and associate professor of mechanical and aerospace engineering at Ohio State. "Lithium-ion batteries, including the technology that is commercially available today, appear to be a promising option." The research is conducted under NASA's University Leadership Initiative program, and focuses on evaluating the trade-offs between fuel savings and a battery pack's size, weight and costs, while also including the carbon impact of the electricity necessary to recharge the battery pack. The models and tools developed were a joint effort between researchers at Ohio State and Georgia Institute of Technology, and could help airplane and airplane battery designers better understand how an aircraft's design affects its ability to be powered by a battery. In preliminary designs, the researchers focused on lithium-ion battery packs that could supplement the power produced by the engines of a regional jet - one traveling 600 or fewer miles, carrying 50 to 100 passengers. Their model showed in tests that a battery has the ability to power about 30 percent of the total power required for an airplane to climb to cruising altitude, and about 20 percent of the power required to cruise. That could reduce levels of carbon dioxide - a primary driver of climate change - that airplanes contribute to the atmosphere. Air travel contributes about 2 percent of the carbon dioxide humans put into Earth's atmosphere, according to the Air Transit Action Group. This research team, led by Ohio State and four other universities, has been funded by NASA to find new, less carbon-intensive ways to power air travel. "Our team is focusing on evaluating the feasibility and economics of introducing lithium- ion batteries to air travel," Canova said. "And we're working on the ways to make that safe and reliable." Their work also considers how to make batteries for air travel more efficient. Batteries that power automobiles differ from those that help power airplanes, Canova said: Airplane batteries must abide by more-strict weight, safety, durability and reliability standards. But batteries deteriorate with use, offering less power over time and decreasing the range an airplane can travel. That deterioration also means less power is available to help an airplane accelerate and reach its maximum speed. Temperature affects batteries, as well. To lay the groundwork for a better battery, Canova said, the team built a computer model of an electro-thermal battery pack and added an algorithm that simulated the effects of time and use on batteries. Then they tested to see how that model performed after repeated use and under various temperatures. The team planned for the battery to be used for six flights per day, and calculated the power necessary for takeoff, climbing, cruising, landing and taxiing to the runway. They allotted one hour between flights to charge the battery pack, and assumed that the pack could be used for two years, 24 hours a day, seven days a week. They found that a battery pack's performance is limited by capacity fade, a term used to describe energy loss in a battery over time. And they found that time, not use, is the main driver of battery deterioration. What they developed, Canova said, is essentially a tool that can be used to predict the effect stressors such as aging and use might have on a lithium-ion battery powering a regional aircraft, which is a very important factor when evaluating costs and benefits of introducing this technology in air travel. https://news.osu.edu/creating-batteries-that-could-help-power-air-travel/ Back to Top All-female pilot crew makes hurricane history The team amid Dorian has marked the first time that three women flew such a mission for the National Oceanic and Atmospheric Administration. Dorian is definitely not the first to have those in Florida and other southeastern states assuming hurricane-hunker mode, and it might have some people contemplating heading in the opposite direction. But the storm has made pioneers out of a team of pilots flying toward it. The first all-female three-pilot flight crew was scouting the storm on Thursday for the National Oceanic and Atmospheric Administration. The NOAA Aircraft Operations Center in Lakeland tweeted a photo of the crew, featuring Capt. Kristie Twining, Cmdr. Rebecca Waddington and Lt. Lindsey Norman, sitting in the cockpit as they were preparing for a reconnaissance mission. The crew was making history and reaching unprecedented heights on Gulfstream IV aka "Gonzo," according to the NOAA aircraft center's Twitter page. It also shared a photo hours later of another plane, P-3 Orion, nicknamed "Kermit," returning after it flew through Hurricane Dorian, collecting data as well. It wasn't the first time the women made history, as both Waddington and Twining were on the first hurricane hunting mission piloted by an all-female flight crew, news outlets reported. Their flight toward Hurricane Hector in Hawaii last year was the first time two women piloted an NOAA hurricane mission. "While we are very proud to have made history yesterday by being the first all-female flight crew, we are more proud of the mission we are doing and the safety we are providing for people," Waddington said then according to CNN. She also told Earther last year that although she recognizes the ceiling-shattering achievement, it's really about what the missions do to help people during storms. "We all train together and work together every single day, so we have a very cohesive team," Waddington also said. "What's really great about that is that you can put anyone in that cockpit next to you, and we can anticipate everybody's moves." Dorian is expected to strengthen into a potentially catastrophic Category 4 with winds of 130 mph and hit the U.S. on Monday somewhere between the Florida Keys and southern Georgia, the National Hurricane Center said. https://www.wusa9.com/article/news/nation-world/dorian-three-female-pilots-noaa/65- 9b2b334c-cde1-441f-8df0-9cec99ce2c7a Back to Top Boeing 737 MAX's Return Could Bring an Airline Fare War. American Airlines Stock Could Rise. Boeing 737 MAX airplanes were parked in Seattle this month. Photograph by David Ryder/Getty Images Airfares are likely to fall next year, after global regulators grant permission for Boeing 's 737 MAX jet to carry passengers again. It is great news for travelers, and it isn't necessarily bad for airlines. Helane Becker, an analyst at the Wall Street brokerage Cowen, says prices of airline stocks already reflect fear of a surge in capacity as the jet, grounded since March following two deadly accidents within five months, re-enters service. She believes American Airlines (ticker: AAL) can rise more than 60% from recent levels despite that headwind. "Airline stocks continue to underperform," noted Becker in a Wednesday research report. The group, she says, is down 12.5% so far in the third quarter. The Dow Jones Industrial Average is off 2% over the same span. "At current levels, the stocks appear to be pricing in a potential fare war in 2020 due to atypical capacity growth from the re- entry of the 737 MAX." The aerospace industry-including analysts, suppliers and airlines-expect the plane will be back in the skies sometime during the fourth quarter. That is based, in part, on the timeline Boeing has disclosed, although the company is careful to point out there are no fixed dates and that the decision is up to the aviation authorities. Boeing has stopped sending new MAX jets to customers while it tries to fix problems with the plane. Regulatory permission for the MAX to fly again would trigger a flurry of deliveries. North American airlines have about 115 MAX jets in their existing fleet of more than 6,100 planes, accounting for almost 2% of the total. Becker thinks that 82 MAX planes, or more than 70% of the current number, could be delivered in the fourth quarter based on Boeing's timeline for the return to service. The rush of deliveries, along with capacity growth previously planned for 2020, means airlines won't have a normal year in terms of the increase in their ability to haul passengers until 2021. "We believe 2020 capacity from the publicly traded U.S. airlines will increase 5.6% versus 3.0% in 2019," wrote Becker. "In an environment of significant capacity growth and a waning global economy, we suspect fares will fall." Still, Becker sees value in the sector. In 2020, she says, investors should focus on so- called controllable margin, defined as revenue minus fuel costs. American is replacing older, less efficient MD80 aircraft, which should help it on that front. And American has another source of potential gains in 2020: improved labor relations. Machinists at the airline have been working without a contract since 2018 and the relationship has become contentious. "It is certainly a sticky situation," Becker told Barron's. "Eventually [the labor dispute] has to be resolved. The mechanics won't work forever without a contract." The issues for the mechanics are outsourced labor and health care. "American uses more in-house mechanics than any other airline, and out sources the least amount," said Becker. A deal could be potentially be struck if management agrees to limit outsourcing in return for mechanics allowing the fleet to shrink. The issue has been worrying investors, according to Becker, so a resolution could help to lift the shares. American stock trades for 4.4 times estimated 2020 earnings, a steep discount to their peers. North American airlines trade for about seven times, on average. https://www.barrons.com/articles/popeyes-chicken-sandwich-is-a-hit-but-not-why- restaurant-brands-stock-is-soaring-51566837832 Back to Top Scientists Test Mars Spacesuit By Climbing a Glacier in Iceland Explorers tested Mars tech on Earth. Helga Kristín climbs up the face of a glacier wearing the MS1 Mars prototype spacesuit. This was part of a mission to test the suit which took place from July 26 to Aug. 5. A team of researchers and explorers ventured inside of a volcano and out to some of the most remote stretches of Iceland to test a spacesuit prototype in one of the most Mars-like environments on Earth. Led by the Iceland Space Agency (ISA), the team traveled into the Grímsvötn volcano and across the Vatnajökull ice cap to test the MS1 Mars analog suit. The suit, designed by Michael Lye, a senior critic and NASA coordinator at the Rhode Island School of Design (RISD), serves as a tool to test human capabilities on Mars. The suit is "not actually intended for use on Mars, but it's intended for use here on Earth where people are doing analog studies to see what it's like if you were to put people on the surface of Mars," Lye told Space.com. "The idea is that anything you would do while exploring Mars ... any activity, whether it's science, or traveling or moving about, would be possible in this suit," he added. All seven members of the team got a chance to hop into the suit and test it out when they trekked out onto the frozen landscape for the mission, which lasted from July 26 to Aug. 5. Wearing the MS1 Mars analog spacesuit, a team member in Iceland tests the suit while completing analog activities that might one day be performed on Mars. "It really allowed everybody who tried the suit on to really feel like, oh, this is another world," Lye said. "The sense of being off the Earth and being in another place was, for me anyway, really quite intense." But the team didn't just test the suit with activities that astronauts might already be equipped to handle, such as sample collection and basic movement. Helga Kristín, an Icelandic geologist, drone pilot and glacier guide, tested the suit while climbing up the face of a glacier. Icelandic geologist Helga Kristín wearing the MS1 Mars analog spacesuit. "Being in Iceland, we were able to traverse glaciers and the ice cap and we actually tested the suit for the possibility of doing climbing as well," Lye said. "Helga had crampons on and a harness and was able to climb up the face of a glacier." The MS1 Mars analog suit, which is a one-off prototype that was built by a team of students at RISD, performed well in testing, Lye said. The main issue that they had was with the boots, though Lye specified that they were standard military boots and not specialized for analog Mars activities. As Lye told Space.com, the team hopes that this suit informs suit design and development for crewed missions to Mars and helps advance space research capabilities in Iceland. They also hope that this suit might further the development of suits with a better size and fit in the future, because it is adaptable in a way that allowed a number of different people of different physical builds to wear the suit and function successfully during this mission. Referring to the spacesuit issue that canceled what would have been the first all-female spacewalk, Lye said that future spacesuits will have to fit people with different body types and shapes, and by testing how spacesuits might be able to adapt could improve how the suits fit. Today, spacesuits come in pieces of different sizes, so there is some ability to customize fit, but future astronauts will require improved adaptable sizing, Lye said. In addition to testing this suit, the team also carried a flag from The Explorer's Club, Dave Hodge, a nature and research photographer, musician and active member with the Explorer's Club, who took part in this mission, told Space.com. The team members carried "The Explorer's Club flag number 60," he said. This flag "has been in service since 1935 and has been on numerous expeditions all over the world." "The Explorer's Club really supports the work in furthering this testing with Michael and the Iceland Space Agency," Hodge added. https://www.space.com/mars-spacesuit-prototype-iceland-glacier-test.html Back to Top Back to Top DISPAX World 2019 18 - 19 September 2019, The Riverside Venue, London, UK The 3rd International Conference on Unruly Airline Passenger Behaviour With only a few weeks to go, DISPAX World 2019 is fast approaching! We are delighted to be able to offer all subscribers to Curt Lewis a 20% discount on the delegate rate. To redeem this offer use the promotional code: CURT20 when registering on the conference website: www.unrulypax.com/registration/ Disruptive passenger incidents are a daily occurrence on board commercial flights around the world. Seemingly trivial issues can quickly escalate into explosive situations that endanger the safety of passengers and crew. The much anticipated 3rd edition of DISPAX World returns to London to explore the broad range of causes of such behaviour, the responses available and the legal implications for carriers and states. Looked at from diverse perspectives, including those of aircrew, passengers, regulatory authorities, industry associations, and law enforcement, DISPAX World 2019 will provide a comprehensive and authoritative programme over two days in one of the busiest airline hubs in the world: London. Speakers will include industry leaders, aircrew, airport operators, academics and law enforcement agencies. DISPAX World 2019 is a must-attend conference for: Flight attendant instructors Unions & staff associations Pilots Law enforcement agencies Airline Security Personnel Airport operators Government transportation regulators Security companies Aviation health professionals & psychologists Consumer bodies Academics & researchers International law firms For more information and to view the programme, please visit: www.unrulypax.com or contact the Event Manager, Lucy Rawlings, at lrawlings@avsec.com and don't forget to follow us on Twitter: @DispaxWorld Curt Lewis