01 MAY 2009 _______________________________________ *LaHood: US will not ban flights to Mexico *CDC Publishes Flight Crew Guidance Info For Swine Flu *Qref Checklists Receive FAA FITS Acceptance *Cargo Boeing 737 crashes, burns in DRC *Seven died in Congo plane crash -minister *ATSB: preliminary report on A340-500 tail strike accident at Melbourne *Emirates defends safety regime *FAA Fact Sheet: Helicopter Emergency Medical Service Safety *Boeing's Dreamliner To Fly Within 60 Days *World Market for Aircraft MRO to Reach $55.2 Billion by 2015 *FedEx Aims for 30 Percent Biofuels by 2030 *Nigeria: New Plans to Transform Abuja Airport Into 'Africa's Aviation Hub' ***************************************** LaHood: US will not ban flights to Mexico The US will not join other countries in suspending flights to Mexico, according to new US Transportation Secretary Ray LaHood. LaHood says flights between US and Mexico will continue as there are no indications such flights are unsafe. The outbreak of swine flu in Mexico has led other countries such as Argentina, Cuba and Ecuador to suspend all flights to the country. Lahood says he has spoken to the Mexican transport secretary Humberto Trevino Landois and "I was assured flying between here and Mexico is safe." "Flying is safe. Flying is healthy," he told members of the Washington DC Aero Club and New York Wings Club during a joint luncheon today in Washington. LaHood says he has already spoken to the US Centers for Disease Control and Prevention and will meet later today with the US Department of Homeland Security. So far he says there are no indications that flying between the US and Mexico is not safe. Source: Air Transport Intelligence news *************** CDC Publishes Flight Crew Guidance Info For Swine Flu Interim Guidance Assists Airline Flight Deck/Cabin Crew ID Pax Who May Have Swine Influenza The CDC has started disseminating info for flight crews who may have to deal with the much-discussed and publicized swine flu epidemic. The document provides interim guidance for domestic and international flights originating from areas affected by the swine influenza A (H1N1) and will be updated as needed. Background A new swine influenza A (H1N1) virus has infected humans in the United States and Mexico. The Centers for Disease Control and Prevention (CDC) has determined that this swine influenza A (H1N1) virus is contagious and is spreading from human to human. However, at this time, it not known how easily the virus spreads between people. Some infected individuals are known to have traveled on international and domestic flights while infectious. Flight and cabin crew sometimes encounter ill passengers while performing their duties. When an ill passenger is identified, flight and cabin crew are required to report passengers who meet certain illness criteria to CDC Quarantine Stations. Interim Recommendations During the swine influenza outbreak, extra vigilance is required to identify and report passengers with respiratory symptoms or fever. Any passenger who appears ill, or who reports not feeling well, should be observed or queried for the following signs or symptoms: Feeling feverish or temperature greater than 100°F (37.8°C) if measured. For children, feeling warm by parent’s report. Sore throat Cough Stuffy or runny nose Any passengers observed to have or who report having two or more of these symptoms should be reported immediately to the CDC Quarantine Station of jurisdiction where the plane is expected to land. Flight and cabin crew should follow airline guidelines for preventing spread of infection when interacting with these travelers. Ya'll be careful out there... if this bug is half as bad as has been alleged, flight crew personnel are in a unique and significant position to be at risk of contamination. This does NOT sound like a malady to mess with... FMI: www.cdc.gov aero-news.net *************** Qref Checklists Receive FAA FITS Acceptance A Good Checklist Happens By Design Over the last few weeks, we've been wangling our way through the intricacies of the Garmin GNS 430, the Avidyne Entegra and our new (and already much beloved) Cirrus G3 Turbo... it's a lot to comprehend and even harder to digest all at once. Incredibly capable devices all, trying to learn and maintain proper knowledge of each, often on short notice, means having good reference material at the ready. One of the truly inspired aids that has come our way are the Qref checklists that we have for each of these amazing products... and while each unit has been engineered to be as easy to use as is possible, overall, the complexities inherent in their immense capabilities means that there is a lot to absorb. The Qref checklists we've been using have, therefore, been godsends. No kidding... its the best stuff we've seen so far for GA's most capable products, and they are exquisitely designed, manufactured, and presented. Apparently; we're not the only ones that think so highly of Qref, as they have just been accepted as FAA/Industry Training Standard (FITS) supporting materials, which Qref explains that they were found to be 'more convenient, more accessible, and more relevant to today's pilots.' Qref checklists are reportedly the only checklists to achieve this FAA endorsement. The FITS program is a partnership between the FAA, industry, and academia designed to help pilots of Technically Advanced Aircraft develop risk management skills and in-depth system knowledge needed to safely operate and maximize the utility of their aircraft. The FITS program uses a Scenario-Based Training (SBT) training system with highly structured scripts of real-world experiences, consistent with the concept of "train the way you fly, fly the way you train." "FITS acceptance recognizes the rigorous and structured standards we have designed into our materials to ensure high quality and consistent, accurate information", says Jason Clemens, President and Publisher for Qref Quick Reference Media. "This highlights the difference in thinking that goes into our products." Qref checklists are designed to be used in everyday flight, not just as a ground-based reference, and put relevant procedures and techniques at the pilot's fingertips. The Qref team of Master CFIs have decades of active flight instruction and flying experience at all levels of industry. They have taken advantage of the past 20 years of checklist design research. Qref's team incorporates industry-best practices into these checklists and forthcoming publications. The consistent quality and accuracy of Qref checklists has been proven by the FITS program acceptance. Qref joins some great companies with this distinction, a lit that includes Garmin, Avidyne, Cessna and Cirrus, who have adopted FITS-based, FAA-accepted pilot training. John French of the ERAU human factors department conducted a study that compared several performance factors between FITS and non-FITS-trained pilots. His results indicate a consistently higher level of performance by those FITS-trained pilots.The FAA has recognized Qref checklists as maximizing effectiveness and ease of use while utilizing the principles of aviation human factors to support the FITS curriculum. FMI: www.qref.com aero-news.net *************** Cargo Boeing 737 crashes, burns in DRC News services are reporting that a Boeing 737 aircraft crashed and burned at 0600h local time this morning near Kinshasa, the capital of the Democratic Republic of Congo. Reports indicate the twin-jet, possibly belonging to CentrAfrique Air Express and operating as a freight flight, took off from Brazzaville in the Congo and was headed for an interim stop in Nairobi along the way to Harare, Zimbabwe. The flight originated in the Central African Republic city of Bangui. Flight's ACAS database shows that CentrAfrique owns one Pratt & Whitney JT8-D-powered Boeing 737-200 (TL-ADR) and two Boeing 727-200s. Source: Air Transport Intelligence news *************** Seven died in Congo plane crash -minister KINSHASA, April 30 (Reuters) - Seven people died in Wednesday's plane crash in Democratic Republic of Congo, its transport minister said on Thursday. The Boeing 737 was flying from Bangui, capital of Central African Republic (CAR), to Zimbabwe for a maintenance check and was carrying crew and mechanics when it crashed around 210 km (125 miles) east of Kinshasa. "There were two crew members aboard as well as five mechanics, who were accompanying the plane ... There were no survivors," Transport Minister Matthieu Pita told Reuters. Pita said the plane had made a brief stopover in neighbouring Congo Republic and was registered in Central African Republic. He said the crew had not notified aviation authorities in Kinshasa of their flight plan and the plane's owner was still unknown. The government in CAR issued a statement on Thursday confirming the deaths, saying the two crew members were from Congo Republic while others killed were from France, CAR, Zimbabwe and Cameroon. The plane belonged to a CAR-based company called BAKO AIR and had been in and out of service in recent years, the government in Bangui said. According to the International Air Transport Association, Africa's air accident rate is six times worse than the rest of the world. An aid plane crashed into a mountain in eastern Congo in September killing 17 people and a Congolese airliner crashed into a market district in the eastern city of Goma last April killing at least 40 people, mostly on the ground. http://www.reuters.com/article/africaCrisis/idUSLU989857 ***** Status: Preliminary Date: 29 APR 2009 Time: ca 06:00 Type: Boeing 737-247 Operator: ? Registration: TL-ADM C/n / msn: 22264/753 First flight: 1981-04-03 (28 years 1 months) Engines: 2 Pratt & Whitney JT8D-9A(HK3) Crew: Fatalities: 2 / Occupants: 2 Passengers: Fatalities: 5 / Occupants: 5 Total: Fatalities: 7 / Occupants: 7 Airplane damage: Written off Airplane fate: Written off (damaged beyond repair) Location: Massamba, Bandundu Province (Central African Republic) Phase: En route (ENR) Nature: Unknown Departure airport: Brazzaville-Maya Maya Airport (BZV/FCBB), Congo Destination airport: Harare Airport (HRE/FVHA), Zimbabwe Narrative: A Boeing 737 was destroyed during an accident near Massamba Village, Bandundu Province, Democratic Republic of Congo. Both pilots and five engineers died in the accident. The airplane operated on a ferry flight from Bangui Airport (BGF), Central African Republic to Harare Airport (HRE), Zimbabwe with a refueling stop at Brazzaville-Maya Maya Airport (BZV), Congo. In Harare the 737 was to undergo maintenance. (aviation-safety.net) **************** ATSB: preliminary report on A340-500 tail strike accident at Melbourne The Australian Transport Safety Bureau (ATSB) released its Preliminary Factual report into the tail strike involving Airbus A340-500, A6-ERG, during takeoff at Melbourne Airport at approximately 10:31 PM on the evening of 20 March 2009. The aircraft was being operated on a scheduled passenger flight from Melbourne to Dubai in the United Arab Emirates. It was determined that during the take-off roll on runway 16, the captain called for the first officer to rotate (lift off). However, when the aircraft was slow to respond, the captain commanded and applied maximum take-off thrust (TOGA). The aircraft's tail struck the runway and the aircraft lifted off shortly afterwards. During the take-off, the aircraft's tail contacted the ground beyond the end of the runway and a number of airport landing aids came into contact with the aircraft. After becoming airborne, the flight crew received a cockpit message that a tail strike had occurred and so they contacted Air Traffic Control (ATC) and requested a return to Melbourne. The aircraft was radar vectored by ATC over Port Philip Bay to dump fuel to reduce the aircraft's weight for landing. While reviewing the aircraft's performance documentation in preparation for landing, the crew noticed that an incorrect weight had been inadvertently entered into the laptop when completing the take-off performance calculation prior to departure. The performance calculations were based on a take-off weight that was 100 tonnes below the actual take-off weight of the aircraft. The result of that incorrect take-off weight was to produce a thrust setting and take-off reference speeds that were lower than those required for the aircraft's actual weight. During the return to land at Melbourne, a cabin crew member reported smoke in the cabin. The aircraft subsequently landed safely at 11:36 PM and was able to be taxied to the terminal where the passengers were disembarked. There were no reported injuries. Damage to the aircraft included abraded skin to the rear, lower fuselage and damage to the rear pressure bulkhead. There was also damage to a fixed approach light, an instrument landing system (ILS) monitor antenna and the ILS localiser antenna. (ATSB) (aviation-safety.net) ************* Emirates defends safety regime Emirates today issued a statement defending its safety practices in response to the initial report of the Australian Transport Safety Bureau into the Airbus A340-500 take-off overrun at Melbourne last month. The statement reads as follows: Emirates has reviewed the ATSB preliminary report on its flight EK407 from Melbourne to Dubai on 20th March 2009. Emirates accepts the contents of the report. The Melbourne event is being treated very seriously and with the highest priority at the most senior level in the company. The safety of Emirates' passengers, crew and aircraft is the organisation's top priority and is placed before anything else. Immediately following the event, Emirates initiated an internal investigation of the incident through a formal in-house board of enquiry. The aim is to ensure that such an event does not occur again, given the airline's rigorous and internationally-recognised safety, training and operational standards. Emirates' existing standard operating procedures are robust; incorporate within them structured and multi-layered checks and balances; and are also in line with procedures specified by the manufacturer. Emirates ongoing investigation will focus on why the data input error, as outlined in its own investigation as well as in the ATSB report, occurred and was not detected through the safety processes. Emirates' existing procedures - approved by the manufacturer and regulatory authority - if correctly followed are indeed very safe. However, to further enhance these procedures and to allow the ATSB investigation to run its course, Emirates has proactively put in place additional physical safeguards to perform independent performance calculations using two computers. Additional technical enhancements have also been initiated. Under a state air safety investigation, the official investigating body (in this instance ATSB) has the legal responsibility and takes possession of relevant information and data captured through the flight data recorders. Within this framework, Emirates' ongoing internal investigation includes the review of human factors, training, fleet technical and procedures, hardware and software technology, as it is industry practice to review all aspects of the operation following an event of this nature. Safety is at the forefront of all operations within the Emirates Group. Emirates' modern and young aircraft fleet is safely operated according to the standard operating procedures specified in the flight crew operating manual - a document supplied to Emirates by the aircraft manufacturer. Additionally, the airline's internal policies regarding operational safety are contained in the Emirates flight operations manual. Both documents are approved by the UAE General Civil Aviation Authority. Emirates has a dedicated, independent, safety department which includes a flight safety unit. Emirates' Flight Safety comprises managers and pilots, who are experts in their respective fields, to provide investigation and safety advice. The unit proactively promotes innovative ideas and technology in the following areas in order to improve operational safety. • Voluntarily introducing systems to improve operational safety • Meeting international safety standards, often before these are mandated • Setting Safety best practices • Initiating and participating in international safety forums At present, repair options for the aircraft are under consideration in conjunction with the manufacturer. A final decision on the form of repair of the aircraft is yet to be taken. Source: Air Transport Intelligence news **************** FAA Fact Sheet: Helicopter Emergency Medical Service Safety Helicopter Emergency Medical Service (HEMS) operations are unique due to the emergency nature of the flight. The FAA, operators, and the medical community all play a vital role in promoting a positive safety culture that ensures the safety of passengers, flight crews, and medical professional on these flights. In August 2004, the FAA initiated a government and industry partnership that reduced HEMS accidents in 2005 and 2006. While the total number of accidents has declined, fatal accidents have increased sharply over the past year. While the FAA is pursuing new rules that support National Transportation Safety Board (NTSB) recommendations, the agency has aggressively promoted significant short-term safety initiatives that do not require rulemaking. The FAA's has immediate focus has been: Encourage risk management training to flight crews so that they can make more analytical decisions about whether to launch on a flight. Better training for night operations and responding to inadvertent flight into deteriorating weather conditions. Promote technology such as night vision goggles (NVGs), terrain awareness and warning systems (TAWS) and radar altimeters. Provide airline-type FAA oversight for operators. Identify regional FAA HEMS operations and maintenance inspectors to help certificate new operators and review the operations of existing companies. Background There are approximately 840 emergency medical service helicopters operating today, most of which operate under Part 135 rules. The HEMS fatal accident rate is 1.18 per 100,000 hours. The fatal accident rate for all general aviation and air taxi flights is 1.13 per 100, 000 hours. It is 1.00 and 1.94 for other turbo-shaft and all piston helicopters respectively. The number of HEMS accidents nearly doubled between the mid-1990s and the HEMS industry's rapid growth period from 2000 to 2004. There were nine accidents in 1998, compared with 15 in 2004, five of which resulted in 17 fatalities. The main causes were controlled flight into terrain (CFIT), inadvertent operation into instrument meteorological conditions and pilot spatial disorientation/lack of situational awareness in night operations. Safety improvements were needed. The Role of the Medical Community Aviation safety decisions are separate from medical decisions. The decision to conduct a flight with a patient on board does not mean that flight safety can be compromised in any way. Once the medical need for air transportation is determined, it is up to the HEMS operator to make the air transportation decision based on pre-flight factors such as weather conditions, maintenance, and crew readiness. FAA Oversight The FAA inspects HEMS operators, but has prompted changes beyond inspection and surveillance. Rather, the FAA uses a risk-based system that includes the initiatives outlined below which focus on the leading causes of the HEMS accidents. FAA Actions In August 2004, the FAA established a task force to review and guide government and industry efforts to reduce HEMS accidents. On January 14, 2005, the FAA hosted a meeting with HEMS industry representatives to discuss safety issues and gain feedback. Representatives from the Association of Air Medical Services, Helicopter Association International, the National EMS Pilots Association and several operators attended. Decision-making skills:On January 28, 2005, the FAA published a notice providing guidance for safety inspectors to help operators review pilot and mechanic decision-making skills, procedural adherence, and crew resource management practices. It includes both FAA and industry intervention strategies (Notice 8000.293 Helicopter Emergency Medical Service Operations). These principles were reinforced in the “Safety Alert for Operators” (SAFO) 06001 issued on January 28, 2006. Risk assessment programs:On August 1, 2005, the FAA issued guidance to inspectors promoting improved risk assessment and risk management tools and training to all flight crews, including medical staff (Notice 8000.301 Operational Risk Assessment Programs for Helicopter Emergency Medical Services). Air Medical Resource Management (AMRM):On September 22, 2005, the FAA issued guidance to HEMS operators establishing minimum guidelines for Air Medical Resource Management (AMRM) training. The training focuses on pilots, maintenance technicians, flight nurses, flight paramedics, flight physicians, medical directors, specialty team members (such as neonatal teams), communications specialists (dispatchers), program managers, maintenance staff, operational managers, support staff, and any other air medical team members identified by specific needs (AC No. 00-64 Air Medical Resource Management). Special emphasis inspection program:On September 27, 2005, the FAA issued revised standards for inspection and surveillance of HEMS operators, with special emphasis on operations control, risk assessment, facilities and training, especially at outer locations away from the certificated holder's principal base on operations. FAA establishes new office:In December 2005, the FAA's Flight Standards Service's Air Transportation Division established the new Commuter, On Demand, and Training Center Branch (AFS-250) to work Part 135 and Part 142 policy issues. Loss of Control (LOC) and Controlled Flight Into Terrain (CFIT):On January 24, 2006 the FAA issued a handbook bulletin to inspectors describing acceptable models for LOC and CFIT avoidance Programs. The bulletin provides inspectors with information to provide to HEMS operators for developing LOC/CFIT accident avoidance programs and clarifies existing guidance (HBAT 06-02 Helicopter Emergency Medical Services (HEMS) Loss of Control (LOC) and Controlled Flight Into Terrain (CFIT) Accident Avoidance Programs). HBAT 06-01 & OpSpec A021:On January 24, 2006 the FAA issued revised guidance to inspectors regarding HEMS OpSpecs, amending the Visual Flight Rule (VFR) weather requirements for HEMS operations, including consideration of the adverse affects of reduced ambient lighting at night and mountainous terrain (HBAT 06-01 Helicopter Emergency Services; OpSpec A021/A002 Revisions). Guidance to Part 142 training centers:On February 24, 2006, the FAA issued a Notice to Training Center Program Managers assigned to oversee Part 142 training Centers advising them of recent changes to HEMS operations and training standards (Notice 8000.317, Operator Training Provided by Part 142 Training Centers for Helicopter Emergency Medical Services.) Public HEMS operators:On March 2, 2006, the FAA issued guidance to inspectors on the surveillance and oversight of public aircraft operators for HEMS operations (Notice 8000.318 Public Helicopter Emergency Medical Services (HEMS) Operations). Terrain Awareness and Warning Systems (TAWS):On June 27, 2006, at the FAA's request, RTCA, Inc. established a Special Committee to develop Helicopter Terrain Awareness and Warning System (H-TAWS) standards. These standards will be used to develop FAA requirements for H-TAWS systems, installation and operations. Aeronautical Information Manual:In August 2006, the FAA revised the Aeronautical Information manual (AIM) to provide guidance to pilots on assessing ambient lighting for night visual flight rule (VFR) operations and for off-airport/heliport landing zone operations. Aviation Rulemaking Committee (ARC):The FAA is currently reviewing the 140 recommendations made by the Part 135/125 ARC. We have begun rulemaking on many issues which pertain to HEMS operations and training. Examples of the areas considered for change are: weather requirements for IFR flight, medical personnel as crew, IFR landing minimums, instrument flight competency, etc. International Helicopter Safety Team (IHST):The helicopter industry has formed the IHST to gather data and draft strategies to reduce helicopter accidents globally by 80 percent by 2015. The effort is modeled on the Commercial Aviation Safety Team (CAST) which has achieved a significant reduction in the commercial fatal accident rate in the United States. Members include the FAA, European Aviation Safety Agency (EASA), Transport Canada, the International Civil Aviation Organization (ICAO), and industry representatives. Surveillance of large HEMS operators: The FAA's Flight Standards Service established a task group to focus on the certification and surveillance requirements for large HEMS operators that support diverse medical programs throughout the United States. The group's findings resulted in the increase in the cadre of inspectors assigned to HEMS operations. Operational Control Centers:On May 5, 2008, the FAA's Flight Standards Service issued an advisory circular (AC 120-96) highlighting the “best practices” for use by HEMS operators in establishing their control centers and training their specialists. FAA/Association of Air Medical Service (AAMS) Safety Meeting:On July 11, 2008, 80 representatives from the FAA and HEMS operators met in response to recent accidents. Discussions focused on night operations in poor or deteriorating weather, risk management, complacency, the agency's policies on the use of Night Vision Goggles (NVGs), as well as helicopter shopping. Notice to FAA Inspectors:On January 12, 2009, the FAA issued a notice (Notice 8900.63) to agency inspectors with oversight of HEMS operators to find out how many operators have adopted FAA-recommended best practices. With reports in from all of the 74 operators surveyed, the percentages that have adopted various programs are: Decision-making skills and risk assessment programs – 94 percent Response to FAA guidance on Loss of Control (LOC) and Controlled Flight Into Terrain (CFIT) avoidance – 89 percent Integration of operation control center – 89 percent Installation of Flight Data Recorders and devices that can re-create a flight. – 11 percent TAWS equipage – 41 percent Use of radar altimeters – 89 percent Based on these results, the FAA will determine next steps. Operations Specifications On November 14, 2008, the FAA published a Notice in theFederal Registerthat advised operators of important mandatory changes to HEMS flights. The agency also included a provision to encourage the use of NVGs and Terrain Awareness Warning Systems. Consistent with NTSB recommendations, all HEMS operators will comply with Part 135 weather minimums, including repositioning flights with medical crew onboard. The FAA is also providing greater access to weather reporting facilities, and requiring the flight crew to determine a minimum safe altitude and obstacle clearance prior to each flight. The compliance date is no later than February 22, 2009. Weather In March 2006, the FAA and the University Corporation for Atmospheric Research hosted a weather summit in Boulder, Colorado to identify the HEMS-specific issues related to weather products and services. Attendees explored possible regulatory improvements, weather product enhancements, and operational fixes specific to HEMS operations. Attendees included the National Weather Service, National Center for Atmospheric Research (NCAR), Helicopter Association International, American Helicopter Society International, Association of Air Medical Services, National EMS Pilots Association, National Association of Air Medical Communications Specialists, manufacturers, and many operators. As a result, the FAA funded the development and implementation of a graphical flight planning tool for ceiling and visibility assessment along direct flights in areas with limited available surface observations capability. It improves the quality of go/no-go decisions for HEMS operators. The tool was fielded in November 2006. The response from the users continues to be very favorable (Notice 8000.333, HEMS use of the aviation digital data service experimental HEMS tool). Night Vision Goggles The FAA has a solid record of facilitating safety improvements and new technologies for EMS helicopters, including certification of Night Vision Goggles (NVGs). Since 1994, the FAA has worked 28 projects or design approvals called Supplemental Type Certificates (STCs) for installation of NVGs on helicopters. This number includes EMS, law enforcement and other types of helicopter operations. Of the 28 projects, the FAA has approved approx. 15 NVGs STC's for EMS helicopters. The FAA initiated and wrote (in coordination with RTCA) the minimum standards for NVGs/cockpit lighting. Technical Standard Order (TSO) C164 was published on September 30, 2004 referencing RTCA document DO 275 Minimum Operational Performance Standards (MOPS), published October 12, 2001. The FAA has hosted workshops to help applicants work with the FAA to obtain NVG certification. One set of NVGs costs approx. $7,000 and an operator must carry multiple sets per flight. Certification is just one step. The operator must also have an FAA-approved training program for using NVGs. The FAA has revised the NVG guidance in the Operations Inspectors Handbook, Order 8900.1. Produced using considerable industry input, the revision includes the establishment of a cadre of NVG national resource inspectors (Notice 8000.349, Night Vision Imaging Systems). Flight Data Recorders Flight Data Recorders (FDRs) are not required for HEMS operations. FDRs offer value in any accident investigation by providing information on aircraft system status, flight path and attitude. The weight and cost of FDR systems are factors. Research and development is required to determine the appropriate standards for FDR data and survivability in the helicopter environment, which typically involves substantially lower speeds and altitudes than airplanes. Funds are currently best invested in preventive training. However, the FAA is considering alternatives to expensive and heavy airliner-style FDRs, especially in light of the relatively low-impact forces in most helicopter accidents. By establishing a standard appropriate to the helicopter flight envelope, the FAA may be able to make meaningful future FDR rulemaking efforts. Terrain Awareness Warning Systems The FAA supports the voluntary implementation of Terrain Awareness Warning Systems (TAWS) and did consider the possibility of including rotorcraft in the previous TAWS rulemaking process. Through this process, however, the FAA concluded that there are a number of issues unique to VFR helicopter operations that must be resolved before the FAA considers mandating the use of TAWS in this area, such as modification of the standards used for these systems. For example, helicopters typically operate at lower altitudes so TAWS could potentially generate false alerts and “nuisance” warnings that could negatively impact the crew's response to a valid alert. TAWS use in HEMS operations required study of TAWS interoperability within the lower altitude HEMS environment, and possible modification of TAWS system standards. At the FAA's request, RTCA, Inc. established a Special Committee (SC-212) to develop H-TAWS standards for use in future FAA rulemaking projects. The final report was delivered to RTCA in March 2008. Those standards were subsequently reviewed by the FAA's Aircraft Certification Service and on December 17, 2008, the FAA issued Technical Standards Order (TSO) C-194 to standardize the manufacture of H-TAWS within the industry. HEMS Rulemaking Project The FAA recognizes that voluntary compliance alone is not enough to ensure safe flight operations throughout an industry. In April 2009, the FAA started a formal rulemaking project to address many of the HEMS initiatives and best practices found in advisory circulars, orders and notices issued over the last several years, as well as the November 2008 revisions to HEMS operating specifications. The proposed rule will consider issues such as: HTAWS for air ambulance helicopters Radar altimeters for all part 135 helicopters Operational control center for helicopter air ambulance operators with 10+ aircraft Part 135 weather minima for all legs of a helicopter air ambulance flight Implementation of a Risk Management program Flight data monitoring devices that perform the function of a CVR/DFDR on helicopter air ambulance aircraft Requiring pilots in commercial operations to demonstrate, annually, recovery from inadvertent flight into Instrument Meteorological Conditions (IMC) Change terminology to “helicopter air ambulance” in lieu of “helicopter EMS” to remove reference to “emergency” regarding the air transportation flight. Allowing properly trained operators to carry medical crew members without compliance of the passenger briefing requirements, i.e., treating medical crew like trained crewmembers versus passengers Facilitating more IFR operations by permitting helicopter air ambulance operators to continue IFR approaches into hospitals or airports using weather reports from nearby stations rather than requiring weather reports specifically from the destination location. http://www.verticalmag.com/control/news/templates/?a=10676 ************** Boeing's Dreamliner To Fly Within 60 Days July 1st Is The Latest Target The long-awaited, long-suffering, much-delayed Boeing 787 program seems to be heading for the home stretch... at least far as its first flight is concerned. Recent statements by Boeing management confirms that they are intent on flying by July 1st and that the program seems destined, finally, to make a target date in can meet. Boeing's Chief Project Engineer Michael P. Delaney has confirmed that some 60 percent of the required certification package is now in FAA hands. When the 787 taxis out of its home at Paine Field for its first flight, it will start a test program that is expected to consume 3500 hours, spread over 8 airframes (two of which will never fly). The first flight will probably require some three hours and will terminate at Boeing Field... where we understand one hell of a party is being planned. The actual flight test program is expected to be completed in less than nine months from first flight. It's been a tough road for Boeing's latest design... the first to take aggressive advantage of extensive carbon composite technologies (as much as 50 percent of the primary structure - including the fuselage and wing - on the 787 is made of composite materials) and some truly inspired aerodynamic fine-tuning. The bird was originally expected to fly back in the summer of 2007, but has been dealing well-documented delays due to the unique demands associated with new materials and construction/fabrication techniques as well as a multi-month mechanic strike. The first version of the 787 Dreamliner, the "Dash-8" will carry 210 - 250 passengers on routes of 7,650 to 8,200 nautical miles, while the upcoming 787-9 Dreamliner will carry 250 - 290 passengers on routes of 8,000 to 8,500 nautical miles. A third 787 family member, the 787-3 Dreamliner, will accommodate 290 - 330 passengers and be optimized for routes of 2,500 to 3,050 nautical miles. General Electric and Rolls-Royce have developed engines for the Dreamliner. Advances in engine technology are expected to contribute as much as 8 percent of the increased efficiency of the new airplane. 57 customers from six of the world's continents have placed orders for 886 airplanes -- currently valued at $149 billion. Should the program finally start performing according to schedule, airlines could be lining u to take airplanes home by the spring of 2010 - nearly two years its original target. FMI: www.boeing.com aero-news.net ************* World Market for Aircraft MRO to Reach $55.2 Billion by 2015 Aircraft Maintenance, Repair And Overhaul (MRO) is a highly volatile market subject to rapid and unexpected changes in economic and international business conditions. Short-term challenges abound in the form of the ongoing economic downturn, high prices, market saturation, slower new aircraft deliveries, shortage of skilled labor, and airline consolidation. The weakness in the global market is presently the result of tight financial conditions, rising fuel costs, falling air traffic demand, and reduced spending on air travel by both households and corporates. Expansion plans, which had started to recede in the early 2008, widened back out as persistent news about deferred aircraft deliveries injected yet another dose of uncertainty into the MRO market. An estimated 1,025 aircrafts were deferred in 2008 and the oldest, most maintenance-demanding aircraft were the first ones in hangar. Nearly 75 percent of the deferred planes were of North America. Gains in Asian MRO market have beleaguered but haven't completely stalled as they have in the United States. However, as the market recovers poise, strong demand fundamentals will re-emerge to prop up growth. Resurgence of the aviation industry, reduced airfares, greater connectivity, increase in low cost airlines, technological innovations, and expansion in the overall capacity of air seat miles, will drive growth in the medium to long-term. Asian markets will emerge as the hub of activity, for instance, expanding air traffic has already led to the establishment of numerous, low-cost MRO facilities in high growth potential Asian markets including Singapore, China, India and Malaysia. Dramatic proliferation in air traffic and increase in number of passengers has been and will continue to remain an important factor in attracting foreign investment and paving the way for future development. The growth in the domestic as well as international fleet movement has led to a heavy appreciation in the stocks of the aviation industry. This in turn leads to the requirement for an effective maintenance and overhaul system and service structure for aircrafts and their engines. World market for Heavy Airframe Maintenance is poised to grow at a steady pace over the years 2006 through 2015, as stated by the recent report published by Global Industry Analysts Inc. Engine Overhaul is forecast to grow the fastest in Asia-Pacific over the analysis period. Key players dominating the market include Air France KLM, Aveos Fleet Performance Inc., AAR Corp, Ameco Beijing, Ametek Inc., Abu Dhabi Aircraft Technologies, Bedek Aviation Group, Delta TechOps, ExelTech Aerospace Inc., Aviation Technical Services Inc., Hong Kong Aircraft Engineering Company, Lufthansa Technik (LHT), MTU AeroEngines, Singapore Technologies Aerospace (ST Aerospace), SR Technics, SIA Engineering Co., Snecma Services, STAECO, TIMCO Aviation Services Inc, and VEM/TAP M&E, among others. The report, titled "Aircraft Maintenance, Repair And Overhaul (MRO): A Global Market Report' published by Global Industry Analysts Inc.," provides a comprehensive review of the industry, market trends, issues, challenges, and drivers, product/service overview, profiles of major players, and recent industry activity. The study quantifies latent demand potential in key markets, such as, Heavy Airframe Maintenance, Modifications, Components Maintenance, Engine Overhaul, and Line Maintenance. Quantitative analysis is also provided for major geographic market verticals including the United States, Canada, Japan, Europe, Asia-Pacific, Middle East, Latin America, and Africa. http://www.amtonline.com/article/article.jsp?siteSection=1&id=8074 **************** FedEx Aims for 30 Percent Biofuels by 2030 FedEx wants a third of its jet fuel to come from biofuels by 2030, the company’s chief executive said Wednesday in a speech delivered during a U.S. Chamber of Commerce Aviation Summit. The target, dubbed “30 by 30,” aims to take advantage of second-generation biofuels from feedstocks such as jatropha, algae, switchgrass and camelina, as first reported by GreenWire. FedEx provided text of Smith's remarks to ClimateBiz.com. “Its goal is 30 percent alternative fuel use for aviation by 2030,” said Fred Smith, FedEx’s CEO and chairman. “And we pledge our support for environmentally friendly alternative fuel projects, which should be stepped up by funds designated for fuel research in the current stimulus package.” There have been four successful biofuel demonstration flights during the last year, Smith said, using blends of petroleum and jatropha, algae and camelina. The company is trading in the MD-11s it uses on long-range international routes for new 777Fs, as well as old 727s for new 757s, which are 47 percent more fuel-efficient. FedEx has set a goal of reducing greenhouse gas emissions from its worldwide air operations by 20 percent by 2020, per available ton mile. Since 2005, it has reduced aircraft emissions by 3.7 percent by pound per available ton mile. Smith also pushed for electrifying road transportation; its FedEx vans drive less than 100 miles per day. “I realize this isn’t an aviation issue, but we already have the infrastructure for electrification and going electric for short-haul can affect the amount of petroleum much more than biofuel use for aviation,” he said. While the environmental push is part of the company’s long-term strategy, Smith also lobbied for an overhaul of the country’s decrepit air traffic control system, which he contends has the potential to reduce aviation greenhouse gas emissions by 10 percent to 12 percent. The Next Generation Air Transportation System will modernize communication, navigation and surveillance technologies and has already showed great promise in reducing air congestion, making routes more direct and increasing aviation safety. FedEx and rival United Parcel Service are already saving money and fuel using continuous descents in Memphis and Louisville, while flights in Atlanta were able to shave 2.5 minutes from each flight, generating savings of about $105 million since 2006. http://www.reuters.com/article/gwmCarbonEmissions/idUS328990048220090430 **************** Nigeria: New Plans to Transform Abuja Airport Into 'Africa's Aviation Hub' Nigeria's Federal Government is planning to construct a new international terminal for Abuja's Nnamdi Azikiwe International Airport. Babatunde Omotoba, minister of aviation, made this announcement last week during a meeting with officials from Lufthansa German Airlines/Technik. The government is currently in talks with Lufthansa about the building of a second runway at the airport. According to Omotoba, the new terminal will replace the existing one, which will be converted into a domestic terminal. He added that it is President Umaru Yar'Adua's desire to transform the Abuja airport into Africa's aviation hub. Earlier this year TradeInvestNigeria reported that Lufthansa Technik is going to establish an aircraft maintenance facility in Abuja. http://allafrica.com/stories/200904300781.html **************** Curt Lewis, P.E., CSP CURT LEWIS & ASSOCIATES, LLC