November 25, 2019 - No. 092 In This Issue KS REP. INTRODUCES BILL TO BOOST AVIATION INDUSTRY. Embraer Delivers Its First Jet to the Spanish Airline Binter, a New Model in Europe Can we have net zero emissions and still fly? Boeing ecoDemonstrator starts Safran, Diehl and KID smart galley trials LanzaTech progresses with sustainable aviation fuel scale-up in US and Japan Miami undergoes technological renovations Amateur-Built Aircraft Accident Totals Remain Below FAA Decade-Long Goal Despite 2019 Uptick Delta Air Lines To Debut Facial Recognition In Seattle New aviation school prepares PHL pilots for fulfilling careers SpaceX Update: What Went Wrong With Mk1 and What's Next for the Starship Rocket KS REP. INTRODUCES BILL TO BOOST AVIATION INDUSTRY Kansas Representative Roger Marshall, M.D., and Representative Haley Stevens, introduced the Aeronautics Innovation Act. This bill works to provide continuity and budget stability for U.S. aeronautics research through administration changes and political shifts in Congress. A main goal of this bill is to keep the U.S. aviation industry competitive as other countries catch up. "Kansas is known as the Air Capitol of the World, manufacturing up to 70 percent of the world's embedded aircraft fleet while creating nearly 50,000 jobs and approximately $10 billion in economic output," said Rep. Marshall. "Growing up outside Wichita, I was well aware of the impact and importance the aviation industry had on my state. The U.S. has been a world leader in aviation research and innovation, and it is vital to maintain that competitive advantage not only for continued economic growth but for national security, space, and science technologies." "We are grateful for the leadership of Rep. Marshall and Sen. Moran in supporting the advancement of aviation and the work we do at K-State Polytechnic to further the development of unmanned aircraft system technology," said Kansas State University President Richard Myers. "Their support will continue to ensure Kansas and the U.S. stay at the forefront in the research and development of advanced technologies for safe unmanned flight operations on a national and global scale." This bill has been sent to a House committee for further consideration. As of November 24, this bills' text was not available for review. https://www.kfdi.com/2019/11/24/ks-rep-introduces-bill-to-boost-aviation-industry/ Back to Top Embraer Delivers Its First Jet to the Spanish Airline Binter, a New Model in Europe SÃO JOSÉ DOS CAMPOS, Brazil, Nov. 25, 2019 /PRNewswire/ -- The Brazilian aircraft manufacturer Embraer delivered the first of five E195-E2 model aircraft, a new model in Europe, this Thursday. They were acquired a year ago by the Spanish airline Binter as part of the Canary Islands company's growth of long-distance flights. "This aircraft will be an important step in the history of our company by converting us into an operator of latest-generation aircraft. This new milestone, which coincides with the celebration of Binter's 30th anniversary, is added to the important progress we have achieved in recent years," stated the company's Chair, Pedro Agustín del Castillo, during the presentation of the twin-engined jet. To make this progress possible with the objective of improving the connectivity of the Canary Islands with other countries, Binter - which carried 3.6 million passengers in 2018 - invested some 342 million dollars in the five jets with a capacity for 132 passengers in a single class, as Del Castillo stated to EFE. This first aircraft, which must still pass a technical assessment by the airline before travelling from Brazil to Spain, is due to arrive in the Canary Islands within a week to effectively join the Binter fleet where it replaces an older model used by the company. Embraer also plans to deliver two more aircraft in 2019 and the remaining two in mid-2020, when the company can at last put its expansion plan for the new jets into operation. "We are very proud that we have chosen Embraer because it has latest-technology aircraft. Since the E195-E2 is one of the quietest and most efficient jets in the world, we expect it to provide us with important improvements not only in maintenance costs but also in terms of fuel consumption," added Del Castillo. The executive also emphasized the company's growth in recent years since it has increased its staff from 400 in 2002 to more than 1,500 and acquired 41 aircraft and he stressed the importance of Binter's sustainability strategy to minimize the environmental impact of its activities by purchasing less polluting aircraft and ground vehicles and eliminating the use of plastics. "We are committed to supporting the economic and social development of the archipelago and the internationalization of its economy not only with increasingly reinforced internal connections but also with a process of consolidation of air routes with a strategic environment and that's why we have not stopped investing, growing and improving," he stated. The E195-E2 is the largest of the three jets in the Embraer E-Jets E2 family and was certified last April by the Brazilian National Civil Aviation Agency (ANAC), the Federal Aviation Administration (FAA) in the United States and the European Aviation Safety Agency (EASA). According to Embraer, flight tests showed that the performance of the model chosen by Binter exceeds its original specifications for fuel saving, making it the most environment-friendly aircraft in its category, as well as providing a maintenance cost 20% lower than the previous model, the E195. The Chair of Embraer, John Slattery, stated that his company is "extremely proud" of delivering the first E195-E2 in Europe to the "most successful" airline on the Old Continent and celebrated the fact that Binter has joined the extensive portfolio of customers that the manufacturer maintains around the world. "Binter made a strategic investment in Embraer by choosing to acquire the E195-E2, increasing Embraer's base of operations. While every delivery is important to us, every time we receive a new customer it is unique and special," emphasized Slattery during his involvement in the event held in an Embraer hangar in the city of São José dos Campos, in the state of São Paulo. https://www.prnewswire.com/news-releases/embraer-delivers-its-first-jet-to-the-spanish-airline- binter-a-new-model-in-europe-300963795.html Back to Top Can we have net zero emissions and still fly? With people taking more flights than ever and the air industry set to grow, can tech advances really help us achieve net zero? When you think about things that are quintessentially British, you probably would not immediately put "flying" into that category - but you should. We Brits don't just like flying, we love it. Data from the International Air Transport Association (IATA) shows that more Britons flew abroad last year than any other nationality. Roughly one in every dozen air passengers was British. Britons took to the skies 126.2m times in 2018, beating Americans and Chinese people into second and third place. Needless to say, this comes at an environmental price. The UK aviation industry pumped 37m tonnes of carbon dioxide (CO2) into the atmosphere last year alone. That's about 4% of the 918m tonnes that the global aviation industry emitted in 2018. And it's an upward trend. The aviation industry is currently growing at between 4% and 5% a year, at which rate passenger numbers will double every 15-20 years. "UK CO2 emissions from aviation have doubled over the last 20-25 years and are predicted to grow into the future," says Tim Johnson, the director of the Aviation Environment Federation, an environmental campaigning organisation that represents communities who are affected by noise and emissions, primarily around UK airports. The problem this creates for the aviation industry is acute, especially since in June 2019, the UK government signed into law a commitment to make the UK a "net zero" greenhouse gas emitter by 2050. By "net zero" this means that any greenhouse gases that are still used will have to be offset in some way. Schemes include buying and preserving parts of the world's rainforests or planting new trees somewhere in the world, or more radical technology to literally pull the CO2 out of the air. Currently, aviation is responsible for about 2.5% of the world's CO2 emissions. That may seem a small percentage, but this share of the total could increase significantly with the expected growth of air travel and the drive to greener operations in other industries. Accordingly the industry is looking to technology and engineering to help make aircraft more environmentally friendly. At the forefront of this is the electric engine. Electric engines for aircraft come in two forms. Rather like their motor car equivalents, there are hybrid electric engines, which would still burn fuel but can switch to battery power when appropriate, and there are fully electric engines that derive all their power from batteries. To Rob Watson, director of Rolls-Royce Electrical, the move to electric engines is a revolution that will usher in not just a more sustainable industry but a whole new era of flight. "A third era in aerospace is emerging around us now, and it is enabled by electrification," he says. "From our perspective, it's a really exciting opportunity for us to help pioneer this third era." According to Watson, these eras of flight are driven by the available engine technology. First, it was piston engines to drive propellers, then it was jet engines, and now the electric engine promises to bring savings in both operating costs and environmental impact. "We are determined to play the part that you would expect from a company with Rolls-Royce's engineering pedigree," says Watson. To that end, Rolls-Royce has partnered with Airbus and Siemens to develop the E-Fan X, the latest in a series of hybrid electric demonstration aircraft. Following the successful flight of the E-Fan, a two-seater fully electric aeroplane that flew across the English Channel in 2015, the E-Fan X project received a large share of the £255m that the government committed to investment in the field last year, and is on course to begin test flights in 2021. This time instead of a fully electric personal plane, the company is adapting a small commuter aircraft based on the BAE 146 design into a hybrid electric. One of the aircraft's four engines will be replaced with an electric engine running off batteries. "It is going to be the highest power hybrid electric aircraft that we have flown," says Glenn Llewellyn, VP of zero emissions technology at Airbus. Following this, Llewellyn imagines one more test plane to demonstrate full electrification of all the engines, and then the plane can enter service. "Our target for the early 2030s is to have zero CO2 emission aircraft. This means completely eliminating CO2 per passenger," says Llewellyn. To do this, he explains that the electricity stored in the batteries will come from renewable means such as solar panels and wind turbines. If all goes to plan, the first all-electric flights are likely to be small, island-hopping journeys, progressing to domestic and then short-haul flights. But unless there is a major breakthrough in the amount of charge a battery can hold, the batteries will simply be too heavy and take up too much space to be practical for long-haul flight. The bottom line is clear: however you approach the problem, long-haul flights will have to use traditional fuel-burning engines. But that doesn't mean they will need to use the traditional fossil fuel, kerosine. Airlines are developing and testing Safs - sustainable aviation fuels. When the industry began investigating these a number of years ago, it was first thought that they would be biofuels, extracted from crops or plants, such as palm oil. However, the temptation of local farmers to cut down tropical rainforest to plant palm trees to sell to the fuel companies has seen airlines withdraw pretty quickly from that route. Instead British Airways and a number of others are turning to something that we make far too much of every day: rubbish. The fuel produced by chemically processing this rubbish is an artificial kerosine. Present rules allow it to be mixed in a 50/50 ratio with fossil kerosine. This is unlikely to change because the fossil kerosine contains naturally occurring chemicals that cause the rubber seals on a jet engine to swell, making them tight. Engine manufacturers rely on this process to make the engines Safe. Artificial kerosine does not contain these special molecules in anything like the same quantity and so cannot be used exclusively in current engines. Even if they could, Tim Johnson is sceptical that Safs would make a real difference. Last year, 7m litres were used on flights. "That sounds like a reasonable amount by volume but it's enough to power the global aviation industry for 10 minutes," he says, "so in terms of scaling up Safs, we're a long way from making that a reality." Added to this, they are twice the price of ordinary kerosine - a cost airlines may have to pass on to their passengers. There are other things that airlines and aircraft designers may be able to do to increase carbon efficiency. More effective air traffic control could prevent aircraft having to take detours to avoid congested skyways. Better wing design could reduce the drag of aircraft. Better carbon fibre manufacturing techniques could result in lighter airframes. And airlines could always squeeze more seats in. All of these together can offer small percentage-level improvements that will contribute towards reaching the 2050 target. It remains a big challenge, however, with a lot of risk. A delay in any one of the proposed technologies coming online, such as the electric engines or the sustainable aviation fuels, could torpedo any hope of hitting the net zero carbon emissions the law requires by 2050. If it becomes clear during the next decade that the target is unreachable on the current trajectory, some real pain may have to be endured by the industry and the people who use it. At the heart of the predicament is the fact that the airlines operate on very small profit margins, making their money through volume. This means that the growth of the industry is essential, yet this very growth is the chief obstacle in halting the environmental impact. At present, technological innovation is delivering a 1% per annum saving in carbon efficiency, but this is completely outstripped by the industry growing at 4-5% a year. Unfortunately, says Johnson, carbon offsetting schemes are little more than a temporary fix. Those schemes rely on some form of preserving or planting trees, but as the 2050 deadline approaches, all the countries we traditionally use for carbon offsetting, such as India, China and others in South America, are going to need those hectares to offset their own rising carbon emissions. "This is the fundamental obstacle to us reaching our environmental objective," says Johnson. "If this industry were static in terms of people flying, all the improvements we've discussed would be improving the industry on an annual basis." But they're not. And that means only one thing according to Johnson: restricting the demand for air travel. It's a conversation that an increasing number of people may already be having with themselves. The Swedish concept of flygskam or "flight shame" entered the lexicon this year. The Swiss bank UBS surveyed 6,000 people in the US, Germany, France and the UK and found that 21% of respondents said they had cut the number of flights they took during the last 12 months. A 2014 survey of 1,000 UK residents revealed that just 15% of Britons were responsible for 70% of flights and this led to calls for a frequent flyer tax. Some sort of carbon pricing scheme has also been suggested by the Energy Transitions Commission (ETC), an international organisation dedicated to roadmapping ways to a low carbon future. Under such schemes, carbon could be priced at up to £200 per tonne, and a proportionate contribution added to each plane ticket. Even if passengers in the west do think more carefully about flying, and the price of tickets goes up to deter them further, the decrease in passenger numbers will probably be outstripped by rising demand in developing economies such as India and China. That means globally the number of us flying will still rise, and that means to achieve net zero by 2050, airlines may have to expand into the carbon capture market, developing commercial technology to pull CO2 out of the atmosphere. Such technologies do exist but they are small-scale devices used to keep the air breathable on submarines and spacecraft. To scale these up to something capable of making a global impact will require serious investment in green startup companies and probably government incentives. To delay the investment in this technology almost certainly means having to abandon net zero carbon emissions by 2050, or the introduction of draconian measures to limit air travel in the coming decade, no matter what economic damage that does to the aviation industry. When it comes to aviation and the environment, one thing is certain, says Johnson. "We are going to have to have difficult conversations about how we hit our net zero targets." https://www.theguardian.com/science/2019/nov/24/can-we-fly-and-have-net-zero-emissions-air- industry-e-fan-x-rolls-royce-engines-kerosine-carbon-2050 Back to Top Boeing ecoDemonstrator starts Safran, Diehl and KID smart galley trials Boeing's ecoDemonstrator program, first established in 2012, continues to advance in its exploration of technologies that can help make aviation more efficient and sustainable. This week, Safran Cabin, Diehl Aviation and KID-Systeme each launched trials of new smart connected galley equipment on board the ecoDemonstrator. The ecoDemonstrator is a flying testbed that explores technology that could solve a variety of real- world challenges for airlines, passengers and the environment while enhancing safety, reducing fuel consumption, emissions and noise. The latest ecoDemonstrator aircraft type, a Boeing 777, took to the skies in July with plans to carry out tests for a total of 50 projects, including various digital innovations and connected cabin technologies. The latest is the "Intelligent & Smart Cabin" (i+sCabin) project developed through a collaboration between KID-Systeme, Bühler Motor, Diehl Aviation, Jeppesen, and Zodiac Aerospace (now Safran Cabin). Safran's smart trolley solution SOPHY, will undergo trials as part of the company's Smart System Integrator Galley. This connected trolley collects and shares real-time data on service items and distributes data through a "mesh network". The company believes that SOPHY could help airlines better manage catering costs and avoid food waste by reducing service inefficiencies and reporting more accurately on inventory turnover. To accomplish this, SOPHY's sensors detect catering handovers, cabin service durations, and the trolley's location in the aisle and galley. SOPHY connects to Safran's Smart System Integrator Galley which itself is equipped with an array of sensors that support data gathering on catering, and communicates with Boeing and the iCabin network through a dedicated access point. Other smart features of Safran's galley include a connected electrical oven, connected e-locks on galley compartments and integrated, connected sensors that can monitor noise levels, temperature and humidity. Safran's Smart System Integrator Galley can also offer airlines real-time updates on cabin crew activities which could help identify redundant or low-value tasks and improve catering processes. And it offers health monitoring of galley systems to support predictive maintenance. Diehl Aviation, meanwhile, is also testing its so-called eSmart Galley monument on the ecoDemonstrator, which includes new cabin communication architectures and smart functions to support catering efficiency and power management. Additionally, Diehl Aviation is part of OPSTIMAL, an ecoDemonstrator research project exploring predictive maintenance of various cabin and avionics components. Overall, the i+sCabin research project will help define the standards for connected cabin features, including communications standards, the framework for wireless sensor networks and various smart galley functions including health monitoring. Tests will continue throughout 2020 with project finalization planned for 2021. This program is supported by the German Federal Ministry for Economic Affairs and Energy with a €3.9 million ($4.3 million) grant. Boeing and Etihad Engineering are premium corporate sponsors, and university partners include the Baden-Württemberg Cooperative State University and the Hamburg University of Technology. The ecoDemonstrator was at Frankfurt Airport for a two-day program on 19-20 November. On the 20th, bilateral meetings between UAE and German representatives took place; the reps discussed future projects, and how they might engage more STEM students in aerospace innovation. Also this week, the Boeing ecoDemonstrator program was recognized at the Aviation Week Laureate Awards for extraordinary achievements in aerospace in the Commercial Aviation Sustainability category, as the project explores the use of more sustainable materials and looks at improvements in cabin amenities which could make flying more enjoyable for passengers. https://runwaygirlnetwork.com/2019/11/23/boeing-ecodemonstrator-starts-safran-diehl-and-kid- smart-galley-trials/ Back to Top LanzaTech progresses with sustainable aviation fuel scale-up in US and Japan Carbon recycling company LanzaTech is continuing to progress in scaling up its alcohol to jet (ATJ) platform, which converts ethanol to sustainable aviation fuel (SAF). Commercialisation of the process has been ongoing for numerous years, beginning with the partnership between LanzaTech and the US Department of Energy's (DOE) Pacific Northwest National Laboratory (PNNL). The laboratory developed a unique catalytic process to upgrade ethanol to alcohol-to-jet synthetic paraffinic kerosene (ATJ-SPK), which LanzaTech then scaled up to pilot scale. Following scale-up and a number of other critical steps - including ethanol being added as an approved feedstock in ASTM D7566 Annex A5, the Standard Specification for Aviation Turbine Fuel Containing Synthesized Hydrocarbons for ATJ-SPK, and the first commercial flight with Virgin Atlantic - SAF made under the partnership is now ready for commercialisation. The DOE is currently negotiating with LanzaTech for a $14 million (€12.7 million) in a demonstration-scale integrated biorefinery at LanzaTech's Freedom Pines site in Georgia, US. Commenting on the negotiations, Michael Berube, deputy assistant secretary for transportation at the DOE, said: "LanzaTech still has some remaining work to do under the initial award, and we have some negotiations to complete. But we're very excited about the prospects of this project and what it could mean for demonstrating the viability of drop-in biofuels in the United States." LanzaTech's process can use any source of sustainable ethanol for jet fuel production, including ethanol made from recycled pollution. To date, the company's first commercial plant in China has produced over 10 million gallons of ethanol from recycled steel mill emissions. Taking flight in Japan Meanwhile, Japanese airline All Nippon Airways (ANA) signed an offtake agreement with LanzaTech earlier this year for the purchase of SAF. In October, ANA, in partnership with Mitsui & Co., conducted a Boeing 777-300ER delivery flight using SAF made from recycled carbon. "Sustainable aviation fuel reduces carbon emissions by up to 80% and is a key element of the industry's climate action strategy," said Sheila Remes, vice-president of strategy at Boeing Commercial Airplanes. "ANA's flight demonstrated once again that sustainable fuel blends perfectly with conventional fuel without the need for any changes to the airplane, engines or airport fuelling infrastructure." "We are very excited to continue our efforts to establish higher standards for eco-friendly travel alongside NEDO, Mitsui & Co. and JXTG," added Yutaka Ito, executive vice-president of ANA. "This project closely aligns with our vision of a world where companies proactively respond to calls for environmentally-friendly leadership and this is just one of many steps ANA is taking to meet the ambitious sustainable development goals that we have set." LanzaTech CEO Jenniger Holmgren concluded: "Commercial volumes of sustainable aviation fuel are desperately needed. The aviation sector is working hard to decarbonise and there are more options on the table than ever before. We are excited to play our part by accelerating scaling ATJ!" Potential in the UK? LanzaTech's carbon capture platform for the production of SAF is now ready for scale-up in the US and Japan. In the UK, the company has been shortlisted as an applicant for a grant from the UK Department for Transport (DfT) through the Fuels for Flight and Freight Competition. The grant would support deployment of the technology in the UK; LanzaTech has been working closely with the DfT in its assessment of the technology and its sustainability profile. https://biofuels-news.com/news/lanzatech-progresses-with-sustainable-aviation-fuel-scale-up-in- us-and-japan/ Back to Top Miami undergoes technological renovations Within a complex terminal renovation at Miami, new screening technologies have been installed to ensure passenger and luggage processing is not just ef?cient, but as safe as possible. Lester Sola, Miami-Dade Aviation Department Director and CEO, provides more information on the on-going developments. IN EARLY 2018, MIA launched its biometric entry pilot programme in its renovated Concourse E passport screening facility. Since then, the facility has been screening as many as 10 passengers per minute via facial recognition. The new technology by U.S. Customs and Border Protection (CBP) veri?es a traveller's identity by matching their facial image to the document they are presenting. The airlines now using the Concourse E facility have seen their wait times decrease by 30 to 80 per cent year over year since relocating from MIA's Concourse D. MIA expects to launch biometric entry processing in its two other passport-control facilities (Concourse D and J) by the end of 2019. In early 2019, MIA began trialling biometric exit screening at two Concourse J gates. Through a partnership between MIA and CBP, a simple photograph taken at the boarding gate is used to con?rm passengers' identities and their authorisation to travel. The facial recognition veri?cation process takes less than two seconds with a 99 per cent matching rate, according to CBP. By late 2019 or early 2020, MIA plans to advertise for a vendor to provide biometric exit screening at all of MIA's gates. In the fall of 2019, MIA will launch its TSA checkpoint queue wait time analyser system, which will provide predictive checkpoint queue display, lane-open recommendations, visibility of peak wait times, visibility of overall passenger impact by wait times, and historical performance. In May 2019, MIA became one of the ?rst 18 U.S. airports chosen by the TSA for its ?rst wave of new computed tomography (CT) screening technology deployment. The new CT scanner, available at one of MIA's Concourse D checkpoints, detects explosives by creating a 3D image that can be viewed and rotated on three axes for thorough visual image analysis by a TSA of?cer. MIA expects to install the new CT scanners at its other TSA checkpoints by the end of 2019 or early 2020. MIA has completed construction of a new $324 million baggage handling system (BHS) for its Central and South terminals. The project consisted of replacing the in-line security screening portion of the South Terminal BHS and the installation of an automated sortation system for the Central Terminal. The new system is scheduled to be fully phased in to all Central and South terminal gates by the end of 2020. On 10 July, the Miami-Dade County Board of County Commissioners adopted a resolution that allows the Miami-Dade Aviation Department to advertise a competitive solicitation for the hiring of two teams of specialised service consultants that will assist the Miami-Dade Aviation Department (MDAD) in the implementation of its new capital improvement programme (CIP). This CIP will be built during a period of ?ve to 15 years through 2035 and beyond. Portions of the Central Terminal include older, outdated facilities that are limited in their level of ef?ciency and ability to enhance customer service. Once renovations are completed, passengers walking through MIA's Central Terminal will immediately notice a raised roof structure that will allow more natural light into the ticketing hall, in addition to increased circulation space and queueing depth, similar to what is found in the newer North and South terminals. After ticketing, passengers will walk into a larger security checkpoint serving concourses E and F and exit the security checkpoint into new retail and concession areas. Concourse F will also be modernised to provide larger waiting areas, access to more post-security retail and concession options, and direct access to all gates and the terminal building through the departure level. The South Terminal will also be expanded to accommodate three new jumbo aircraft gates, including an apron expansion that will provide aircraft parking for an additional three wide-body jets. The goal of this new capital programme is for MIA to provide even greater value, convenience and ef?ciency to our visitors, airline partners and cargo operators. Because of the programme's phased structure, we look forward to delivering to our passengers and business partners new and improved airport facilities. The CIP was designed by the Miami-Dade Aviation Department to accommodate for future growth in passenger and cargo traffic at MIA - projected to reach 77 million travellers and more than four million tonnes of freight by the year 2040. In 2018, MIA surpassed 45 million annual passengers for the ?rst time ever - an increase of nearly one million over the previous year. The gateway of the Americas served 21.8 million international passengers in 2018 - making it once again the busiest airport in Florida for international travellers and third-busiest U.S. gateway in that category. MIA continues to maintain its ranking as the busiest U.S. airport for international freight as well, setting a new record of 2.3 million total tonnes of freight in 2018 - up 60,000 tonnes from its 2017 total. The growth continues in 2019, with MIA tracking higher numbers for both passenger traf?c and freight. The new screening technologies, both for travellers and baggage, will be signi?cant in ensuring MIA can continue ef?cient passenger and freight growth in the years to come. https://www.internationalairportreview.com/article/101699/miami-undergoes-technological- renovations/ Back to Top Amateur-Built Aircraft Accident Totals Remain Below FAA Decade-Long Goal Despite 2019 Uptick While fatal accident totals in amateur-built aircraft remain at historic lows, a slight increase in the total for the last 12-month reporting period shows the continuing necessity for dedicated educational efforts to push the total even lower, according to the Experimental Aircraft Association. Total fatal accidents in these aircraft during federal fiscal year 2019 show accident totals much lower than many popular recreational pursuits. While fatal accident totals in amateur-built aircraft remain at historic lows, a slight increase in the total for the last 12-month reporting period shows the continuing necessity for dedicated educational efforts to push the total even lower, according to the Experimental Aircraft Association. The Federal Aviation Administration reports that for the 12-month period from October 1, 2018, to September 30, 2019, fatal accident totals for the experimental category overall, including amateur- built aircraft, racing aircraft, those used for exhibit only, research-and-development, and some types of light-sport aircraft, rose to 52 - five above the FAA's "not to exceed" goal of 47 for the period. Of that total, 39 fatal accidents were in amateur-built aircraft, an increase of four from the previous reporting period. FAA measures accident totals on an October-through-September annual basis to coincide with the federal government's fiscal year. In addition, the National Transportation Safety Board earlier this month noted that fatal accidents in all categories of general aviation increased in calendar year 2018 after several years of decline. "What this increase tells us is that enhancing safety is not simply a target number to be reached, but a continual effort to build on the positive foundation we have already established," said Sean Elliott, EAA's vice president of advocacy and safety. "We are pleased that the accident totals remain below the challenge goal FAA issued to us in 2010, when the agency asked us to reduce the accident rate by 10 percent over the ensuing decade. It is not enough to simply reach a number, however; we must keep a steady focus on making improvements, especially as the number of general aviation flight hours have increased over the past several years." Elliott noted that the overall fatal accident numbers for experimental category aircraft remain much lower than other recreational pursuits, such as boating, skiing and snowboarding, and driving all- terrain vehicles. EAA has worked closely with the FAA and NTSB on recommendations to reduce fatal accidents, including through participation in the FAA General Aviation Joint Steering Committee that EAA has co-chaired for the past three years. Efforts have also included more than 2,500 copies of the one- year old EAA Flight Test Manual now in the hands of amateur-built aircraft owners and the increasing use of an additional safety pilot during initial flight testing in amateur-built aircraft. "With already very small numbers involved, a few additional accidents can create a percentage-rate anomaly, so it's important to focus on driving the overall accident numbers lower," Elliott said. "We must focus on training, situational awareness, and good pilot skills to complement the ever- improving technology that is part of today's aircraft cockpits." About EAA EAA embodies The Spirit of Aviation through the world's most engaged community of aviation enthusiasts. EAA's 230,000 members and 900 local chapters enjoy the fun and camaraderie of sharing their passion for flying, building and restoring recreational aircraft. For more information on EAA and its programs, call 800-JOIN-EAA (800-564-6322) or go to http://www.eaa.org. For continual news updates, connect with http://www.twitter.com/EAA. https://www.prweb.com/releases/amateur_built_aircraft_accident_totals_remain_below_faa_decade _long_goal_despite_2019_uptick/prweb16744834.htm Back to Top Delta Air Lines To Debut Facial Recognition In Seattle We saw it over a year ago at Atlanta Hartsfield-Jackson International. Facia recognition technology has since been introduced on some Delta flights at Los Angeles International, as well as American Airlines flights at Dallas Forth-Worth. It's even being used in Dubai with some US-bound Emirates flights. Now, facial recognition for passenger identity verification is coming to Seattle-Tacoma Airport. According to the Seattle Times, Delta will implement facial recognition for international travelers at its Sea-Tac gates by year-end. While Delta is actively rolling it out at the Seattle airport, US Customs and Border Protection (CBP) will also start using facial recognition on travelers entering the country. This will happen next July, when Sea-Tac's new international-arrivals building opens. Not a straightforward roll-out The Seattle Times is also reporting that the publicly elected Port of Seattle Commission must decide on the adoption of this new technology for the rest of the airport. In just a few weeks - mid- December - a five-member commission will "vote on principles to guide the use of facial recognition at Sea-Tac". The commission would also apply these principles to similar biometric technologies throughout the Port of Seattle. Here is part of the commission's proposed motion: As with any developing technology, public sector leaders have an obligation to ensure appropriate and responsible use of not only the technology itself, but the related data that is generated. The Port Commission believes proper biometric policy should balance operational needs, business priorities and regulatory mandates with protections for the interests and rights of passengers, employees and other visitors to our facilities. Commissioners are hoping that facial recognition is kept as a "voluntary, equitable and justified" service. However, civil-liberties groups are worried that this is not going to be possible. In fact, some elected representatives are calling the technology invasive, unregulated and inaccurate. Once this technology has passed its experimental phase, many aviation firms may make the use compulsory, which certainly worries opponents. Below are the Port of Seattle Commission's seven principles that will be voted on: Voluntary Private Equitable Transparent Lawful Ethical Justified Definitions of these words in the context of the motion can be found here. The benefits of this technology U.S. Customs and Border Protection confirmed that facial recognition takes less than two seconds and has a 99% matching rate. These reports make the prospect of investing in this technology all the more desirable. In fact, German carrier Lufthansa successfully boarded 350 passengers onto an Airbus A380 within a mere 20 minutes. The airline began trialing the one-step boarding for some flights from Los Angeles in 2018. Conclusion If this technology continues to prove successful it will undoubtedly be used to save the airlines money with less time needed at an airport gate. However, in Seattle we will have to wait and see how the Port of Seattle Commission votes and if technology can then adapt to the principles that they've agreed upon. Are you one of the passengers that have already experienced this technology? How did it go? Let us know by leaving a comment! We contacted Delta for an official statement but did not receive a response at the time of publishing. https://simpleflying.com/delta-facial-recognition-seattle/ Back to Top New aviation school prepares PHL pilots for fulfilling careers A career in aviation was hailed as one of the top 10 highest paying jobs in the Philippines right now. More Filipino pilots could join this high-paying job league with the forecast by Boeing's Pilot and Technical Market Outlook for 2013-2032 that air traffic is expected to grow 4.7 percent annually over the next 20 years. This means that the demand for new commercial planes would translate to a staggering 498,000 new commercial airline pilots over the next two decades. According to International Civil Aviation Organization (Icao), thousands of pilots will need to be trained to meet the growing demand for air transport, as passengers are forecast to double in the next 15 years. First Aviation Academy Inc. (FAA), an integrated aviation career and resource development company, foresees this shortage of aviation professionals and aims to address it. Established in March 2019, shareholders PTC Group and MacroAsia Corp. invested in this brand-new training center in Subic Bay International Airport. It aims to develop the next generation of world- class Filipino aviation professionals. The pilot school offers one course: Air Transport Pilot Training (ATPT). According to FAA's General Manager Raoul "Arvi" Perez, the ATPT course is unique because it already contains all the training that one needs to become an airline pilot. Unlike other training schools, FAA's ATPT course would provide graduates with the following: Private Pilot License, Instrument Rating, Multi-Engine Rating, Commercial Pilot License and Air Transport Pilot License Theory. "On top of that, they will also be trained on several airline-related ground schooling courses," Perez said. "I think that differentiates us, because just by getting the ATPT course, you'll be ready to transition to an airline training." When applying in FAA's 12-month training program, cadets can expect to be trained in the latest technology and equipment, such as aircraft simulators. According to Perez, FAA students will be provided with the training they need in order to transition to an actual airline. Of the latest simulators, FAA boasts of having the Tecnam P2010 single engine aircraft, as well as the Redbird MCX-both of which are extensively used in the program. FAA cadets can also have unlimited use of the Garmin G-1000 full glass cockpit electronic instrumentation for single-engine training. This is important because they will be familiarized with the glass cockpit, which is currently used by modern airlines. They can also expect to have a higher number of multi-engine flying time using Tecnam P2006T twin engine, another simulator that FAA offers to its students. Moreover, aspiring pilots can expect to be trained using the Redbird Citation Mustang simulator, which is used for jet orientation. FAA offers multi-engine training, which is usually not offered by other flight schools. Perez explained that FAA doesn't only offer the rating, but also the extra time flying the twin engines. This means that it would be a very good advantage for someone who would like to enter the airline field. In addition, FAA's instructors are high timers, according to Perez, who were extensively trained in using the Tecnam P2010 single engine aircraft, as well as in Redbird MCX simulators. They are also familiar with the operations of Subic airport. After taking the course, FAA's cadets have various options, including continuing to become a flight instructor, or proceeding to the Airbus A320 type rating. They can also look at various paths in the general aviation field, where they could continue to fly and build up their time. While there is a shortage of pilots, salaries for this career would remain high. Perez said that this would be a good period especially for those who have the desire to become airline pilots. FAA aims to instill in its cadets the value of hard work, studying and expertise in operating the latest technology. On top of that, FAA also seeks to instill in its cadets the professionalism needed in order to have a successful airline career. https://businessmirror.com.ph/2019/11/25/new-aviation-school-prepares-phl-pilots-for-fulfilling- careers/ Back to Top SpaceX Update: What Went Wrong With Mk1 and What's Next for the Starship Rocket SpaceX's Starship Mk1 blows its top during a cryogenic pressure testing on Wednesday, Nov. 20, at its Boca Chica facility in Texas. Mk1 is the company's first-ever full-scale Starship rocket prototype. What Went Wrong A day after the test campaign began (Nov. 19), the Starship Mk1 shook the world-albeit figuratively- when it partially exploded while undergoing a max pressure tank testing at its Southern Texas facility. Midway through the test, the prototype's forward LOX tank ruptured, ejecting and propelling its top bulkhead several meters upwards. This caused the Mk1's tank to disperse cryogenic liquid and a large cloud of vapor all over the site. A few moments later, its base was seen dispersing a second cloud of vapor, signaling that either the bottom tank bulkhead was also destroyed or that the entire tank structure was damaged. About the Starship Mk1 With the height of 165 feet (50 meters), the Mk1 is SpaceX's first full-size Starship prototype. The stainless-steel vehicle served as the backdrop for founder and CEO Elon Musk's yearly SpaceX update about Starship, which, according to their website, is a "fully, rapidly reusable transportation system designed to carry both crew and cargo to Earth orbit, the Moon, Mars, and anywhere else in the solar system." When the prototype was unveiled late September, the matter instantly gained a considerable fanfare, thanks to its groundbreaking features, and its ambitious timetable. Mk1 was originally scheduled for the first 20 km test flight of the program in the coming weeks. A More Advanced Prototype Is in the Works After the incident, Musk took to Twitter to reply to one of the many tweets for him and his company. One Twitter user named @Erdayastronaut asked about whether they will move on to developing Mk3 or focus on repairing the first prototype. The SpaceX founder wrote, "Absolutely, but to move to Mk3 design. This had some value as a manufacturing pathfinder, but flight design is quite different." On Wednesday evening, the company's representatives released an emailed statement, reinstating and making official their CEO's speech on Twitter. According to the email, the outcome was not completely unexpected as the purpose of the test was to pressurize the Mk1's system to the max. They added that they will not move on to flying the test article and will focus on designing the Mk3 instead. Apparently, the Mk1 space vehicle is not going anywhere outside the Earth. What's Next for SpaceX While the world is busy watching clips of the Mk1 anomaly and wondering what went wrong, the company is focused on constructing the Mk3, a more advanced prototype that is designed for orbit and will be propelled by the Super Heavy. Earlier this year, SpaceX representatives said that the final and operational version of the Starship will be able to launch satellites to orbit the Earth in 2021. After the premature explosion of its first full-scale prototype, we are yet to hear further announcements regarding the Starship's updated timetable either from Musk himself or anyone from the company. https://www.techtimes.com/articles/246151/20191123/spacex-update.htm Curt Lewis