Flight Safety Information April 9, 2020 - No. 072 In This Issue Accident: American B752 at Las Vegas on Mar 21st 2020, tail strike on landing Cessna 208B Grand Caravan - Struck taxiway light (LAX) McDonnell Douglas MD-11F - Lost right nose gear on departure (SAT) FedEx logs first pilot's death from COVID-19 More Qantas flights revealed to have been crewed by staff with Covid-19 THE ANCIENT COMPUTERS IN THE BOEING 737 MAX ARE HOLDING UP A FIX IATA report finds as many as 25 million aviation-related jobs endangered due to COVID-19 MRO Atlas Air Adds Citation Latitude to Mx Offerings Prolonged Flight Ban Could Cut Aircraft Sales by About 10,000 NASA Develops Unique Materials for the Next Generation of Aircraft After Massive Delays, New Mitsubishi Jet Takes Flight Business Aviation Safety Consortium (BASC) announces completion of first "Virtual" External Audit Call for Nominations For 2020 Laura Taber Barbour Air Safety Award The USC Aviation Safety & Security Program Has Moved Online! Accident: American B752 at Las Vegas on Mar 21st 2020, tail strike on landing An American Airlines Boeing 757-200, registration N193AN performing flight AA-2341 (dep Mar 20th) from Miami,FL to Las Vegas,NV (USA) with 50 passengers and 8 crew, landed on Las Vegas' runway 26L at 00:30L (07:30Z) but struck its tail onto the runway surface. The aircraft rolled out without further incident. The FAA reported the date and time of the occurrence as Mar 22nd 2020 04:50Z (Mar 21st 21:50), however, at this time N193AN was not flying nor was a flight AA-2341 operating. According to the FAA the aircraft received substantial damage when it experienced a tail strike on lading in Las Vegas, the occurrence was rated an accident. A number of flights assigned to the aircraft were cancelled in the following days, on Mar 25th 2020 the aircraft positioned from Las Vegas to Roswell,NM (USA) cruising at maximum FL250 and has not flown since landing in Roswell (editorial note: other American Boeing 757-200s also positioned to Roswell in the following days obviously for long term parking). https://flightaware.com/live/flight/AAL2341/history/20200321/0155Z/KMIA/KLAS http://avherald.com/h?article=4d59e06b&opt=0 Back to Top Cessna 208B Grand Caravan - Struck taxiway light (LAX) Date: 07-APR-2020 Time: 21:02 LT Type: Cessna 208B Grand Caravan Owner/operator: Mokulele Airlines Registration: N823MA C/n / msn: 208B5470 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Unknown Category: Incident Location: Los Angeles International Airport (KLAX/LAX), CA - United States of America Phase: Unknown Nature: Private Departure airport: Destination airport: Narrative: Aircraft struck a taxiway sign with left main gear. https://aviation-safety.net/wikibase/234881 Back to Top McDonnell Douglas MD-11F - Lost right nose gear on departure (SAT) Date: 07-APR-2020 Time: 12:40:00 UTC Type: McDonnell Douglas MD-11F Owner/operator: FedEx Registration: N619FE C/n / msn: 48770 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Substantial Location: San Antonio International Airport (KSAT/SAT) - United States of America Phase: Take off Nature: Cargo Departure airport: San Antonio International Airport, TX (SAT/KSAT) Destination airport: Memphis International Airport, TN (MEM/KMEM) Narrative: Aircraft lost right nose gear on departure. Rated as an Accident by FAA. https://aviation-safety.net/wikibase/234882 Back to Top FedEx logs first pilot's death from COVID-19 The COVID-19 pandemic has claimed the life of a FedEx pilot. The MD-11 pilot, who lived in the Tampa, Florida, area, was one of 16 FedEx pilots diagnosed with the deadly virus as of Tuesday, April 7. The pilot's name was not immediately available. "The FedEx family is deeply saddened by the loss of our team member, and our thoughts and condolences are with our colleague's family, friends and co-workers at this difficult time," FedEx spokeswoman Jenny Robertson said. https://dailymemphian.com/article/12719/coronavirus-live-blog-april-8 Back to Top More Qantas flights revealed to have been crewed by staff with Covid-19 Union wants to know how many workers have been infected with coronavirus, amid calls for cabin staff to undergo 14-day quarantine Qantas says coronavirus transmission to crew is low-risk despite newly revealed flights that have been crewed by staff with Covid-19. Photograph: Darren England/AAP Several more Qantas flights, both international and domestic, have been crewed by staff with Covid-19, raising new questions about the safety of the exemption from the 14-day self isolation rule for airline crews. The new revelations come as the Transport Workers Union says it lodged notice alleging a breach of workplace safety against Qantas on Wednesday, after another of its members - a freight worker - was diagnosed with the virus in Sydney. Qantas strongly rejects the union's claims and says the worker acquired coronavirus from a family member. There has already been a cluster of eight cases among baggage handlers in Adelaide, which is being investigated. The TWU told Qantas it believed the airline had failed to reduce the risk of infection to workers, "resulting in infection of a significant number of workers in its operations in Sydney and interstate, and the likely exposure of hundreds more". The union is demanding information on the number of workers who have been infected with Covid-19, the steps taken to isolate workers who may have been in contact with the virus and copies of hazard management plans to minimise the risk of infection. In the case of the freight worker, Qantas said the TWU's claims were baseless and accused the union of trying to gain political mileage from the misfortune of its members. "The union knows full well that this employee most likely contracted Covid-19 from a family member who already had the virus, and not while they were at work, a spokesman said. Qantas insists that transmission of coronavirus to its workers on flights is low risk, despite social distancing being difficult or impossible on planes. Both the federal government and Qantas are keen to resume scheduled flights to help stranded Australians later this week. But all states are now publishing lists of flights where there have been incidences of Covid-19 as part of their efforts to track and trace exposure within the community. The advice on the New South Wales Health website for passengers on flights with a confirmed case of Covid-19 is that they must self-isolate for 14 days. This already applies to passengers from overseas who are now being held in hotels but the advice is extended to those seated near an infected passenger on a domestic flight. But this does not apply to crew on affected flights. Some listings on the state health websites include a warning for a few rows. But more recent entries are for entire planes, which suggests that it was the cabin crew who are infected. For example, new data posted on the NSW Health website shows that a flight to Darwin from Sydney on 1 April and Darwin/Sydney flight operated on 2 April, a Sydney/Darwin flight on 3 April and a Darwin/Sydney flight on 4 April had a Covid-positive person on board. The notification is for all rows, which strongly suggests it was a cabin crew member who was infected. Another flight between Sydney and Maroochydore and back again on 26 March has also been notified for all rows. The Guardian has also learned that four crew members have tested positive following a flight from Dallas to Sydney, QF8, which landed on 27 March. The crew are understood to have socialised in Dallas. Qantas has not confirmed the infections of the Dallas crew but the flight is now listed on the NSW Health site and all passengers are being notified. Comment has been sought from Qantas. Another cluster among crew who operated a rescue flight from Lima on 29 March has been confirmed by Qantas. Qantas's chief medical officer, Ian Hosegood, said: "The government's exemption for air crew from mandatory self-isolation is critical to allow repatriations flights to happen and help stranded Australians get home safely. "We have introduced enhanced measures to further protect our crew while they are overseas. Pilots and cabin crew will be required to self-isolate in their hotel rooms and we are putting in place other measures in-flight," he said. Qantas said the staff on the Lima flight were believed to have got it in Santiago. The 14-day isolation rule applies to all international passengers. The government is now insisting that they be housed in hotels for their period of quarantine. But a number of states have also introduced quarantine rules for their residents returning from other states. Yet cabin crew remain exempt, despite growing cases of them getting Covid-19 while overseas. As of last Friday, Qantas said that 50 of its employees had contracted coronavirus. The TWU NSW branch secretary, Richard Olsen, said Qantas had failed to protect its workforce. "Workers at Sydney airport and at airports around the country are scared and they are not getting the support from Qantas. "With confirmation of yet another worker infected, people right across the airline will be worried about going home to their families and spreading the infection to them," he said. "We believe that Qantas is in breach of workplace health and safety laws and has not been putting in place systems to minimise the risk." The union said one crew member had been sent an email on 6 April asking whether they recalled interacting with a passenger in a particular seat on a flight three weeks earlier - on 19 March, the day the Ruby Princess passengers disembarked. In a statement to the Guardian, Qantas said earlier in the week: "There's been no confirmed cases of transmission of the coronavirus to employees or customers on board our aircraft, or any aircraft globally for that matter. Whilst this transmission is possible, current evidence suggests it's unlikely." Qantas has said that as community transmission increases across the globe it will adapt its protocols on board and for operating crew to protect staff and customers. The airline said it had introduced enhanced measures to further protect crew while they are overseas. "In most of these cases, the employees have contracted the coronavirus while overseas, including staff who were on holidays," Hosegood said last week. https://www.theguardian.com/business/2020/apr/09/more-qantas-flights-revealed-crewed-staff-covid-19-coronavirus Back to Top THE ANCIENT COMPUTERS IN THE BOEING 737 MAX ARE HOLDING UP A FIX The perils of fixing a hardware problem with software AAbrand-new Boeing 737 Max gets built in just nine days. In that time, a team of 12,000 people turns a loose assemblage of parts into a finished $120 million airplane with some truly cutting-edge technology: winglets based on ones designed by NASA, engines that feature the world's first one-piece carbon-fiber fan blades, and computers with the same processing power as, uh, the Super Nintendo. The Max has been grounded since March 2019, after some badly written software caused two crashes that killed 346 people. And while Boeing has received plenty of scrutiny for its bad code, it's the Max's computing power - or lack thereof - that has kept it on the ground since then. EVEN BY LATE-'90S CONSUMER TECH STANDARDS, THE FCC-730S WERE BEHIND THE CURVE Every 737 Max has two flight control computers. These take some of the workload off of pilots, whether that's through full automation (such as autopilot) or through fine control adjustments during manual flight. These computers can literally fly the airplane - they have authority over major control surfaces and throttles - which means that any malfunction could turn catastrophic in a hurry. So it's more important for manufacturers to choose hardware that's proven to be safe, rather than run a fleet of airplanes on some cutting-edge tech with bugs that have yet to be worked out. Boeing took that ethos to heart for the Max, sticking with the Collins Aerospace FCC-730 series, first built in 1996. Each computer features a pair of single-core, 16-bit processors that run independently of each other, which reduces computing power but also keeps a faulty processor from taking down the entire system. Even by late-'90s consumer tech standards, the FCC-730s were behind the curve. By the time they went to market, Nintendo had already replaced its 16-bit SNES console with the Nintendo 64 (the first game console to use - you guessed it - a 64-bit CPU), and IBM had created the world's first dual-core processor. Of course, old and slow isn't always worse: the 737 Next Generation series is the safest narrow-body airplane ever made, in part due to these reliable, if unspectacular, computers. To keep costs down, Boeing wanted to reuse them in the next iteration of the 737 as well. The Max might still be flying today if those computers simply had to perform the same tasks that they had for almost 30 years. But Boeing needed them to do much more. TheThe important thing to know about the 737 Max is that it was a rush job. In 2010, Boeing's only rival, Airbus, unveiled the A320neo, a direct competitor to the 737 Next Generation that could fly farther on less fuel and with lower emissions than any other narrow-body airplane. Boeing was caught by surprise: while Airbus had developed the neo in secret, Boeing's engineers had spent five years debating whether to design a new 737 replacement or simply update the airframe, without resolution. The neo changed that in a matter of months. TO HIT THAT AMBITIOUS LAUNCH DATE, BOEING WOULD HAVE TO TAKE SHORTCUTS ON JUST ABOUT EVERYTHING ELSE But in order to offer its own new product when the new Airbus came out, Boeing would have to rush the airplane out the door in just five years - less time than it took to develop either the 777 or the 787. The main selling point of the new 737 was clear: new engines that would increase the airplane's fuel efficiency and range. But to hit that ambitious launch date, Boeing would have to take shortcuts on just about everything else. The new engines, which were larger and heavier than the ones on the Next Generation, did indeed make the Max just as fuel-efficient as its rival. But they also disrupted the flow of air around the wings and control surfaces of the airplane in a very specific way. During high-angle climbs, this disruption would cause the control columns in the airplane to suddenly go slack, which might cause pilots to lose control of the aircraft during a dangerous maneuver. Boeing could have fixed this aerodynamic anomaly with a hardware change: "adaptive surfaces" on the engine housing, resculpted wings, or even just adding a "stick pusher" to the controls that would push on the control column mechanically at just the right time. But hardware changes added time, cost, and regulatory scrutiny to the development process. Boeing's management was clear: avoid changes, avoid regulators, stay on schedule - period. THE DEVELOPMENT TEAM ATTACKED THE HARDWARE PROBLEM WITH SOFTWARE So the development team attacked the hardware problem with software. In addition to the standard software suite on the 737 Max's two computers, Boeing loaded another routine called the Maneuvering Characteristics Augmentation System (MCAS). It would run in the background, waiting for the airplane to enter a high-angle climb. Then it would act, rotating the airplane's horizontal stabilizer to counteract the changing aerodynamic forces. On paper, it seemed elegant enough. It had a side benefit, too: the Federal Aviation Administration (FAA) doesn't scrutinize software as hard as it does any physical change to the airframe. So MCAS was approved with minimal review, outdated computers and all. But Boeing's software shortcut had a serious problem. Under certain circumstances, it activated erroneously, sending the airplane into an infinite loop of nose-dives. Unless the pilots can, in under four seconds, correctly diagnose the error, throw a specific emergency switch, and start recovery maneuvers, they will lose control of the airplane and crash - which is exactly what happened in the case of Lion Air Flight 610 and Ethiopian Airlines Flight 302. The second crash grounded the 737 Max. Since then, Boeing has been working to fix the software issue and get the airplane approved by regulators. But it's been slow going. BOEING TOOK A SHORTCUT BY CREATING A SOFTWARE FIX WITHOUT ENSURING THE HARDWARE COULD HANDLE IT In June 2019, Boeing submitted a software fix to the FAA for approval, but subsequent stress-testing of the Max's computers revealed more flaws than just bad code. They are vulnerable to single-bit errors that could disable entire control systems or throw the airplane into an uncommanded dive. They fail to boot up properly. They may even "freeze" in autopilot mode even when the airplane is in a stall, which could hamper recovery efforts in the middle of an in-flight emergency. Despite all of this, Boeing insists that it can fix everything with software. Boeing has elected not to go with a new, more powerful computer or to add more of them to the two already there, in order to better distribute the workload. For comparison, Airbus' A320neo has computers of similar vintage - but it has seven of them. Boeing is "dedicating all resources necessary to ensure that the improvements to the 737 MAX are comprehensive and thoroughly tested," a spokesperson told The Verge. "We do not anticipate changes to the hardware." So far, the FAA agrees: it completed its review of the software earlier this year, and it seems to be on board with the proposed software fixes. But returning the Max to service isn't as simple as getting the agency's approval on the software. Because Boeing essentially bullied the FAA into certifying the Max in the first place, the agency is eager to prove that it knows what it's doing now. Its inspectors are scrutinizing the airplane with less pressure to rush, and they have found several new issues with the airplane: faulty wiring, debris in the fuel tanks, and wing components that don't meet FAA standards. Even so, the FAA's reputation is already ruined. For decades, aviation regulators have relied on reciprocal agreements to speed up the process of certifying airplanes in other countries: if an airplane is approved by one regulator, it's almost always approved by all of them. Now, however, Europe, China, and India each want to certify the airplane independently, which will add months to the timeline. Once the Max gets the regulatory green light, it will still be several months before it can carry passengers again. In January, Boeing announced that in order to get certified to fly the Max, pilots will have to go through full-motion simulator training (once, that is, the simulators are updated with the final approved software package). This is a full retreat from one of the airplane's original selling points: that pilots only needed a one-hour iPad lesson to fly the new 737 model. The problem is that there just aren't that many simulators to go around. There are only 34 in the entire world, with only two companies approved to make more. THE VERY SHORTCUTS THAT BOEING USED TO RUSH THE MAX INTO PRODUCTION ARE NOW KEEPING IT ON THE GROUND To put this in perspective, let's use Dallas-Fort Worth. It's home to two airlines: Southwest and American. Between them, they have 13,000 737 pilots and only one 737 Max simulator. Assuming four hours of simulator time per pilot and running the simulators 24/7, it would take both airlines about six years to get everyone approved to fly the Max. And there are 50 other airlines with Maxes in their fleets and pilots to train. So the very shortcuts that Boeing used to rush the Max into production are now keeping it on the ground. It was once the fastest-selling airplane in history. Now, nobody wants to touch Boeing airplanes: in January and February, the company took only 18 new orders, an 80 percent decrease compared to 2019. Its competitor, Airbus, recorded 296. Despite the Max's declining popularity, Boeing remains optimistic about the Max's future prospects. "Our estimate for returning the 737 MAX fleet to service remains the middle of 2020," said Boeing's spokesperson. Nothing, it seems, will prompt the FAA to send this particular design back to the drawing board. Instead, Boeing will once again attempt to compensate for a hardware flaw on the 737 Max with slightly rewritten software. It's the same design philosophy that created this catastrophe for Boeing in the first place - and it's the same philosophy that has failed, so far, to produce a safe and reliable airplane. https://www.theverge.com/2020/4/9/21197162/boeing-737-max-software-hardware-computer-fcc-crash Back to Top IATA report finds as many as 25 million aviation-related jobs endangered due to COVID-19 The International Air Transport Association (IATA) maintains that 25 million aviation industry jobs could potentially be lost in the aftermath of decreased travel demand amid the COVID-19 pandemic. According to the IATA's recently released analysis, research calculates 25 million jobs in aviation and related sectors are endangered across the world, broken down as 11.2 million jobs in Asia-Pacific, 5.6 million jobs in Europe, 2.9 million jobs in Latin America, 2.0 million jobs in North America, 2.0 million jobs in Africa, and 0.9 million jobs in the Middle East. "There are no words to adequately describe the devastating impact of COVID-19 on the airline industry. And the economic pain will be shared by 25 million people who work in jobs dependent upon airlines," IATA Director-General and CEO Alexandre de Juniac said. "Airlines must be viable businesses so that they can lead the recovery when the pandemic is contained. A lifeline to the airlines now is critical." IATA is calling for aid for airlines in the form of direct financial support, loans, loan guarantees, and support for the corporate bond market. "We have never shuttered the industry on this scale before," de Juniac said. "Consequently, we have no experience in starting it up. It will be complicated. At the practical level, we will need contingencies for licenses and certifications that have expired. We will have to adapt operations and processes to avoid reinfections via imported cases and find a predictable and efficient approach to managing travel restrictions, which need to be lifted before we can get back to work." https://transportationtodaynews.com/news/17689-iata-report-finds-as-many-as-25-million-aviation-related-jobs-endangered-due-to-covid-19/ Back to Top MRO Atlas Air Adds Citation Latitude to Mx Offerings German MRO provider Atlas Air Service has been approved to provide maintenance on the popular Cessna Citation Latitude. The approval includes all overhaul, repair, and modification on the midsize twin that entered service in 2015. The approval from the European Union Aviation Safety Agency (EASA) follows Atlas's successful demonstration of its capabilities to German federal aviation authority LBA. "We have implemented this extension of our maintenance capability upon a recent customer request," said Atlas Air CAMO manager Serkan Akin. "Responding very quickly to customer requirements with effective solutions is our key to success. In this case, it is also a perfect addition to our existing maintenance offer[ings]." Akin noted that Atlas has more than 40 years of experience in the maintenance of Cessna Citations, making the company an "expert" in the market and with authorizations to maintain most Citation models. The company operates four service centers-in Bremen, Ganderkesee, Stuttgart, and Augsburg-and is also an Embraer Executive Jets-authorized service center. https://www.ainonline.com/aviation-news/business-aviation/2020-04-08/mro-atlas-air-adds-citation-latitude-mx-offering/ Back to Top Prolonged Flight Ban Could Cut Aircraft Sales by About 10,000 Demand for new aircraft could drop by almost one-half in the event the coronavirus forces airlines to keep much of their fleets grounded for six months, according to a report by Roland Berger. In Roland Berger's so-called "recession" scenario, airlines will likely need about 10,000 fewer new aircraft through 2030 than would have been the case without the pandemic, it said in a report on Wednesday. The best case is a "rebound," whereby fleets are grounded for two months, and just 790 fewer aircraft are delivered. The consultancy firm's worst-case estimate is a grim prospect for investors in Boeing Co. and Airbus SE, which has seen factories making some of its best-selling models slow down from record rates. Planemakers are now pondering how to best handle the unprecedented production cuts. Airbus warned last month it wouldn't achieve its earnings goals this year, and Deutsche Lufthansa AG yesterday became the first major airline to slash its fleet. Roland Berger outlined a mid-way "delayed curve" scenario persisting for four months, where 5,920 fewer planes are needed. The speed of recovery in the air-traffic market underpinned the consultancy firm's different scenarios. In the recession case, the market only recovers 80% of its strength by 2022, compared with a full recovery by the end of this year in the most optimistic situation. https://www.bloomberg.com/news/articles/2020-04-08/prolonged-flight-ban-could-cut-aircraft-sales-by-about-10-000 Back to Top NASA Develops Unique Materials for the Next Generation of Aircraft Aircraft components like this turbine engine guide vane have been made with advanced silicon carbide materials developed at NASA Glenn. Credits: NASA As NASA looks to the future of flight, the agency is investing in technologies aimed at changing the aviation industry as we know it. These developments vary from basic materials to full-scale experimental aircraft, all designed to increase efficiency and reliability, while decreasing weight and cost. NASA engineers are developing innovative new materials that can be used to manufacture better parts for aircraft engines and related systems. One of these materials is Silicon Carbide (SiC) Fiber-Reinforced SiC Ceramic Matrix Composites (SiC/SiC CMCs). This lightweight and reusable fiber material is ideal for high-performance machinery, like aircraft engines, operating for extended periods of time in punishing conditions. SiC fibers can withstand up to 2,700 degrees Fahrenheit and are strong enough to last months, or even years, between maintenance cycles. NASA's Glenn Research Center in Cleveland is known for its materials research and development capabilities, and it is currently working to bring this SiC fiber material to the commercial aviation market. "Glenn's materials research is pushing boundaries - creating materials that can withstand intense environments like what is found in advanced gas turbine engines while reducing the weight of these materials," said Amy Hiltabidel, technology licensing manager at Glenn. "These developments create unique market opportunities, especially for those seeking robust, lightweight structures that can be manufactured using SiC/SiC CMCs." Engineers and researchers at Glenn developed a state-of-the-art process for reinforcing the SiC fibers. This technique improves performance and makes the fibers tougher. It also gives engineers expanded design flexibility because the fibers can be shaped for specific applications. These enhancements can be applied to single fibers, multi-fibers or even preform molds without any loss in durability. "Novel materials such as SiC/SiC CMCs have to be manufacturable and, ultimately, usable in order to find utility in industry," said Hiltabidel. "Our materials researchers understand this and employ conventional manufacturing techniques when designing new materials making transition to industry easier." After extensive process improvement and testing, NASA opened SiC fibers up for licensing through its Technology Transfer program. When a company licenses with NASA, the relationship extends far beyond the agency's brand recognition, it provides U.S. industry with a vast network of subject matter experts, testing facilities and other partners. "That NASA technology caught my eye and it was a no-brainer," said Andrei Evulet, chief technology officer at Jetoptera, an unmanned aerial system (UAS) startup based in Seattle. "I was curious about various enabling technologies that we would rather license than develop ourselves, and frankly CMCs are something that are really capital-intensive." Jetoptera is looking to create a UAS that can augment commerce, deliver humanitarian aid, advance agricultural maintenance systems, replace manned medevacs and more. "In general, CMCs make parts lighter and allow higher firing temperature, which increases the life expectancy of parts," said Evulet. "I saw the potential of CMCs, and it's just tremendous. It's changing the game. I did a web search and found a list of the NASA technologies, then I started searching. When I found it, I thought, wow! This is available for licensing? That's amazing." Application of this SiC fiber technology extends far beyond aeronautics; it can also be used in land-based gas turbine engines, furnaces and heat exchangers, thermal/fire protection systems, rocket nozzles and even nuclear reactors. To find out more about how to license NASA technology, including Glenn inventions, and the available technologies to license, visit the NASA Technology Transfer website. https://www.nasa.gov/feature/glenn/2020/nasa-develops-unique-materials-for-the-next-generation-of-aircraft Back to Top After Massive Delays, New Mitsubishi Jet Takes Flight Japan is getting back into the commercial jet business, and it's been a long time coming. Recently, a final test prototype of Mitsubishi Aircraft Corporation's SpaceJet M90 made its maiden flight, a 2-hour journey over the Pacific Ocean for performance testing. The M90 is the first commercial aircraft to be designed and built in Japan since the 1960s. It stemmed from a government research project that kicked off in 2003 which, 12 years later, resulted in the first prototype becoming delayed over redesigns. The 88-passenger regional airliner, powered by two Pratt & Whitney engines, was built initially to compete with Bombardier and Embraer planes in the sub-100-seat segment. Flight tests will continue in the coming weeks, according to a Mitsubishi press release, and the craft will also be ferried to Washington state to the Moses Lake Flight Test Center for the last phase of its testing. Alex Bellamy, Mitsubishi Aircraft's Chief Development Officer, noted that the event "marks the start of certification flight testing for the first SpaceJet M90 in final, certifiable configuration." And for Mitsubishi, this milestone is no doubt a relief. The original schedule for delivery of this craft was, at one point in time, the year 2013. https://www.thomasnet.com/insights/after-massive-delays-new-mitsubishi-jet-takes-flight/ Back to Top posted on April 9, 2020 08:00 FOR IMMEDIATE RELEASE Business Aviation Safety Consortium (BASC) announces completion of first "Virtual" External Audit BASC and McDonald's Global Aviation Services partner to conduct the first successful "Virtual" Annex 6 Part 2/Annex 19 SMS and Operational Compliance external audit. During the debrief conducted on April 7, 2020, the McDonald's flight department was commended as an "Extremely well processed and documented team...focused on equipping and treating team members with trust and respect, that is the core of this high performing organization." Brandon Vondrak, Safety and Quality Assurance Manager for McDonald's commented that it was "well organized" and went "real smooth." The team "...reflected on it, and one of the positives from this downtime was that it allowed everyone in our department to participate. Not sure that would have happened with an operative schedule." Rick Malczynski, Founder and President of BASC, stated, "As the COVID-19 pandemic started to advance, we immediately started brainstorming ways we could continue serving our membership in the effective manner to which they are accustomed. We knew the virtual concept was the way to go and started researching the best ways to accomplish it." Numerous mediums, hosts, and other resources were considered, and with the help of McDonald's, GoToMeeting was selected as the sole interface. BASC members are familiar with this resource, as it is how the Quarterly Continuing Education/Safety Round Table is broadcast. Malczynski commented, "I asked Brandon if they were up for this and I received an enthusiastic, "Yes!" We did quite a bit of testing individually, and as a group, and it was working well. I have to admit, I lost some sleep thinking about how the aircraft inspection would go. However, it went perfectly! Cabin crewmember Lisa Weissinger set the tone by expertly sharing the internally created Flight Attendant QRH (Quick Reference Handbook) and every piece of equipment under her purview aft of the flight deck. Luckily, the hangar connectivity cooperated and they completed a thorough and professional aircraft inspection! GoToMeeting on the iPad worked like a charm, and we were able to share everything by video. If team members needed to share electronic files or processes, we changed the host screen and everyone had 'access' to those files. As an example, Senior Maintenance Technician and Maintenance Safety Liaison Jim Dvorak was able to show the meticulous aircraft maintenance record keeping by sharing electronic processes by broadcasting his FlightDocs account, as well as, sharing live video views of supporting documents and logbook entries." Team members were scattered throughout the Chicagoland area, with a small contingent practicing social distancing at the hangar. The meeting was hosted from Fort Worth. The following day, Vondrak shared, "The group at the hangar stayed and got a plan together after the findings (debrief). We have a good action plan in place." The BASC program calls for the auditor to reach out thirty days after the debrief, and inquire whether there is any additional help BASC can provide to successfully complete the Corrective Action Plan. "These guys were so well prepared and are such professionals. Malczynski said, "Some of the aspects of the SMS resemble programs and documentation I have observed at CFR Part 121 carriers. They really insured the success of this project. Brandon was the 'point man' and did an amazing job, not only making sure this happened, but that it went smoothly and professionally. BASC continues to get better and better as organizations like this continue to join our ranks and share the amazing accomplishments they achieve on a daily basis!" He added, "I really enjoy being with flight departments, the aviation environment, and the people that make it happen. But I have to admit, this was definitely the next best thing. We proved an effective and accurate assessment can be conducted, knowledge and experience can be shared, we can all continue to get a little wiser, and heck...maybe even have a little fun along the way!" ### About the Business Aviation Safety Consortium (AviationConsortium.com, LLC or BASC): Headquartered in Fort Worth, Texas, BASC serves as a logical partner for SMS, regulatory, and operational excellence verification for high performing business aviation organizations. BASC was founded in 2016 and accepted the first member in January of 2017. For more information, visit http://www.aviationconsortium.com Back to Top Call for Nominations For 2020 Laura Taber Barbour Air Safety Award ALEXANDRIA, Va. -- The Laura Taber Barbour Air Safety Foundation is now accepting nominations for the 2020 Laura Taber Barbour Air Safety Award, honoring a leader in global aviation safety. The Award is scheduled to be presented during the 73nd Annual International Air Safety Summit, taking place Oct. 19-21 in Paris, France. Presented since 1956, the Laura Taber Barbour Air Safety Award recognizes notable achievement in the field of civil or military aviation safety in method, design, invention, study or other improvement. The Award's recipient is selected for a "significant individual or group effort contributing to improving aviation safety, with emphasis on original contributions," and a "significant individual or group effort performed above and beyond normal responsibilities." Mechanics, engineers and others outside of top administrative or research positions should be especially considered. The contribution need not be recent, especially if the nominee has not received adequate recognition. Nominations that were not selected as past winners of the Award can be submitted one additional time for consideration. Please note that self-nominations will not be considered. The Laura Taber Barbour Air Safety Award's story dates back 75 years. On April 14, 1945, after visiting family in Pittsburgh, Laura Taber Barbour was aboard a Pennsylvania Central Airlines DC-3 when it crashed into the rugged terrain of Cheat Mountain near Morgantown, West Virginia. All passengers and crew were killed. In the years following, her husband, Rev. Dr. Clifford E. Barbour and son, Clifford E. Barbour, Jr., established the Laura Taber Barbour Air Safety Award in her honor. The Award Board, composed of leaders in the field of aviation, meets each year to conduct a final review of nominees and selection of the current year's recipient. Please help us honor this year's most deserving recipient. Nominations, including a 1-2-page narrative, can be submitted via the Laura Taber Barbour Foundation website at http://ltbaward.org/the-award/nomination-form/. Nominations will be accepted until May 10, 2020. For more information, including a complete history of Award recipients, see www.ltbaward.org. About the Laura Taber Barbour Air Safety Foundation and Award On April 14, 1945, after visiting family in Pittsburgh, Mrs. Laura Taber Barbour was aboard a Pennsylvania Central Airlines DC-3 when it crashed into the rugged terrain of Cheat Mountain near Morgantown, West Virginia. All passengers and crew were killed. In 1956, her husband, Rev. Dr. Clifford E. Barbour and their son, Cliff, established the Award in her honor. For nearly 65 years, this long distinguished award has recognized those responsible for crowning achievements in aviation safety worldwide. The Award was established through early association with the Flight Safety Foundation and from its founding has enjoyed a rich history of Award Board members, nominees and Award recipients. In 2013, the non-profit Laura Taber Barbour Air Safety Foundation was formed from members of the Award Board, the aviation community and the Barbour family. As the foundation plans to broaden the scope of its intent, with great purpose, the Laura Taber Barbour Air Safety Award will continue to spotlight those champions who pioneer breakthroughs in flight safety. For more information on the foundation, the award, and past winners, visit http://LTBAward.org Back to Top TheUSC Aviation Safety & Security ProgramHas Moved Online! The following upcoming courses will take plane in our virtual WebEx classrooms. Gas Turbine Accident Investigation Skills and knowledge to examine the involvement of turbine engines in fixed wing and rotary wing aircraft accidents. May 4-8, 2020 4.5 Days Tuition: $2575 Software Safety Philosophies and methods of developing software, analyzing software, and managing a software safety program. May 11-14, 2020 4 Days Tuition: $2125 SeMS Aviation Security Management Systems Managing and implementing aviation security measures at medium to small size aircraft operators, all airports, and Indirect Air Carriers, with emphasis on risk assessment and cyber security. May 11-15, 2020 4.5 Days Tuition: $2575 Safety Management Systems for Managers Providing Managers and Supervisors an understanding of the principles of an SMS and a clear vision of the role of the manager May 27-28, 2020 1.5 Days Tuition: $1025 More classes will move online soon. If you want to take a specific class online, or have any questions, please contact us. Earn Credit for FlightSafety Master Technician-Management Program Students taking the following USC courses will earn elective credits towards FlightSafety International's Master Technician-Management Program • Human Factors in Aviation Safety • Gas Turbine Accident Investigation • Helicopter Accident Investigation • Safety Management for Aviation Maintenance • Safety Management for Ground Operations Safety • Accident/Incident Response Preparedness Earn Credit for FlightSafety Master Technician-Management Program Students taking the following USC courses will earn two points toward completing the application for the National Business Aviation Certified Aviation Manager Exam. • Aviation Safety Management Systems • Accident/Incident Response Preparedness • Human Factors in Aviation Safety • Aircraft Accident Investigation • SeMS Aviation Security Management Systems For further details, please visit our website or use the contact information below. Email: aviation@usc.edu Telephone: +1 (310) 342-1345 Curt Lewis