16 OCT 2009 _______________________________________ *Pilot Missing After F-16s Collide Off South Carolina *Pilots in NY Airspace Need Additional Training, NTSB Chief Says *Pilot safety bill passes US House *MCHUGH HIRED AS MANAGER, REGULATORY AFFAIRS - NATA *Antonov-2 Accident (Nicaragua) *Antonov-28 Accident (Suriname) *Boeing opens new hangar at Pudong International Airport *University of North Dakota Launches Nation's First Collegiate Program in Unmanned Aircraft Systems *Business aviation safety: in a rush *Mitsubishi starts 737 wing flap production in Vietnam *Southwest can retire 10 737s to offset flat 2010 *************************************** Pilot Missing After F-16s Collide Off South Carolina Coast Guard searches waters after training accident – The Coast Guard is searching off the coast of South Carolina for the pilot of an F-16 involved in a collision with another fighter jet last night during a training exercise. The other pilot involved managed to safely return to Shaw Air Force Base and is being examined by doctors. Pilots from the base have been conducting nighttime exercises this week using night vision equipment. http://www.newser.com/story/71843/pilot-missing-after-f-16s-collide-off-sout h-carolina.html *************** Pilots in NY Airspace Need Additional Training, NTSB Chief Says Oct. 16 (Bloomberg) -- Pilots flying small aircraft over New York City’s Hudson River need more training to cope with the type of hazards that may have led to a fatal crash in August, the chairman of a U.S. safety board said. The requirements could include instructions in proper use of radio frequencies and how to report aircraft positions to other pilots, said Deborah Hersman of the National Transportation Safety Board. The NTSB recommendation would be in addition to steps the Federal Aviation Administration announced last month in response to the collision between a small plane and a helicopter over the river near Hoboken, New Jersey. The FAA for now is focusing on developing a training program it announced last month and hasn’t decided whether to mandate it, said Diane Spitaliere, an agency spokeswoman. “The safety board still has a few concerns that the FAA’s not addressing,” Hersman said yesterday in an interview. “With the complex airspace over the Hudson, we’ve kind of said, give them a little familiarization of what they need.” Hersman said the added training could be done through the Internet. Pilots already have a short online training course they can take on use of the Washington airspace, she said. On Aug. 8 in New York, a Piper PA-32R-300 carrying three people from the Teterboro, New Jersey, airport collided at 1,100 feet with a sightseeing Eurocopter AS 350 BA with six people on board, the NTSB has said. The crash fueled safety concerns about the busy strip in which pilots rely on their vision and a special radio frequency to avoid other aircraft. The helicopter, operated by Liberty Helicopter Tours of New York, had taken off from the West 30th Street heliport and was climbing when the collision occurred, the NTSB has said. The accident is still under investigation and the board hasn’t determined the probable cause. New Rules The FAA said Sept. 2 it was setting new altitude requirements and flying rules over the corridor. Pilots must announce their position on a common radio frequency, fly at airspeeds no greater than 140 knots and turn on landing lights to be more easily seen by others, the FAA said then. The agency also said it would develop training programs for pilots to increase awareness of the options available in the Hudson airspace. The FAA plans to put the changes in place by Nov. 19. Hersman also said the U.S. government should consider legislation or federal actions that would increase oversight of metropolitan transit authorities. The local agencies don’t have to meet federal rail regulations for crashworthiness or operator work-hour limits, she said. Oversight became a concern after a Washington Metro rail crash in June left nine people dead. Distracted Driving The NTSB will continue to discourage operators in all transportation modes from using mobile phones on the job, Hersman said. Her agency last month banned employees from using talking on mobile phones, including hands-free devices, while driving for work. “The distraction with that conversation is not necessarily just with your hands or your eyes,” she said. “It’s the cognitive distraction because you’re engaged in something that’s really taking your attention away from the task at hand.” http://www.bloomberg.com/apps/news?pid=20601103&sid=aF4aCT1eDm6U **************** Pilot safety bill passes US House The US House of Representatives passed a bill meant to force the FAA and airlines to rapidly boost regional airline safety through enhanced training and hiring requirements, fatigue countermeasures and other interventions following the deadly Colgan Air Bombardier Q400 crash in February. The bill passed even though FAA administrator Randy Babbitt told ATI in July the legislation "is not necessary". However, Regional Airline Association president Roger Cohen says in a statement, "We look forward to working with all stakeholders to implement the requirements of the Airline Safety and Pilot Training Improvement Act. This bill has many elements mirrored in our own strategic safety initiative including a thorough study of pilot commuting and fatigue." The bill also carried support from the Air Line Pilots Association, which says in a statement that the airline industry will be safer because of the bill. The legislation requires airline pilots to hold an FAA Airline Transport Pilot (ATP) license, which can be obtained with a minimum of 1,500 flight hours. Current law requires a first officer to have a Commercial Pilot License, which can be obtained with 250 flight hours. The bill also requires the agency to raise the minimum requirements for the ATP licenses. Pilots must receive training to function in factors such as a multi-pilot crew, high altitude operations and adverse weather conditions including icing. The legislation also enables the FAA to consider allowing certain academic training hours to count toward the 1,500-hour ATP certificate requirement. Per the bill, the FAA must also ensure that pilots are trained on stall recovery, upset recovery and that airlines provide remedial training on these topics. The bill establishes comprehensive pre-employment screening of prospective pilots including an assessment of a pilot's skills, aptitudes, airmanship and suitability for functioning in the airline's operational environment. Airlines must establish pilot mentoring programs, create pilot professional development committees, modify training to accommodate new-hire pilots with different levels and types of flight experience, and provide leadership and command training to pilots in command, according to the bill. The bill also directs the FAA to update and implement a new pilot flight and duty time rule and fatigue risk management plans to track scientific research in the field of fatigue. Carriers are also required to create fatigue risk management systems approved by the FAA, per the legislation. The bill also requires the US DOT Inspector General to study and report to Congress on whether the number and experience level of safety inspectors assigned to regional airlines is commensurate with that of mainline airlines, mandates that the first page of an Internet Web site that sells airline tickets disclose the carrier that operates each segment of the flight and requires the DOT Transportation Secretary provide an annual report to Congress on what the agency is doing to address each open National Transportation Safety Board recommendation pertaining to commercial carriers. Source: Air Transport Intelligence news ************** MCHUGH HIRED AS MANAGER, REGULATORY AFFAIRS Alexandria, VA, October 13, 2009 - The National Air Transportation Association (NATA) this week announced the hiring of Alison McHugh as its new manager, regulatory affairs. McHugh is a graduate of Embry-Riddle Aeronautical University where she received a Master of Science in Aeronautics, specializing in aviation safety systems and management, and a Bachelor of Science in Aeronautical Systems Maintenance. She holds a Commercial Pilot certificate and an Airframe and Powerplant certificate. As the association's manager, regulatory affairs, McHugh will be responsible for handling issues that affect the association's maintenance and air charter members. "Alison's extensive background in both operations and maintenance, coupled with her advanced understanding of safety management systems makes her a valuable asset for our industry and the association," explained Eric R. Byer, NATA vice president of government and industry affairs." In addition to her NATA responsibilities, McHugh will also provide support to the Air Charter Safety Foundation (ACSF). Her duties with the ACSF include development and management of the ACSF Industry Audit Standard and other safety programs of the foundation. "We are fortunate to have someone of Alison's talent join the NATA government and industry affairs team and are confident that she will excel in her duties for both NATA and the ACSF," concluded Byer. *************** Antonov-2 Accident (Nicaragua) Date: 15-OCT-2009 Time: ca 16:00 Type: Antonov 2 Operator: Fuerza Aérea Nicaragüense Registration: C/n / msn: Fatalities: Fatalities: 0 / Occupants: 5 Airplane damage: Written off (damaged beyond repair) Location: near Managua - Nicaragua Phase: En route Nature: Test Departure airport: Managua Destination airport: Managua Narrative: Crashed on emergency landing. Test flight. Sources: http://www.laprensa.com.ni/archivo/2009/octubre/15/noticias/nacionales/35478 0.shtml (aviation-safety.net) *************** Antonov 28 Accident (Suriname) Date: 15-OCT-2009 Time: 14:00 Type: Antonov 28 Operator: Blue Wing Registration: C/n / msn: Fatalities: Fatalities: 0 / Occupants: 8 Airplane damage: Substantial Location: Kwamelasemutu - Suriname Phase: Landing Nature: Domestic Scheduled Passenger Departure airport: Paramaribo ? Destination airport: Kwamelasemutu Narrative: Reportedly ran off runway on landing. Four occupants were injured. Sources: 1. http://dbsuriname.com/archief/nat/2009/okt09/16-10-09/Nat_Alweer%20vliegtuig crash%20Blue%20Wing%20.asp (aviation-safety.net) **************** Boeing opens new hangar at Pudong International Airport BEIJING, Oct. 16 (Xinhua) -- Boeing has opened an aircraft maintenance, repair and overhaul (MRO) two-bay hangar at Pudong International Airport as scheduled despite the sluggish aviation market, China Daily reported Friday. The hangar, capable of housing two B747 airplanes, is also the first MRO facility at the airport, said the newspaper. The factory is operated by Boeing Shanghai Aviation Services Co., a joint venture in which the U.S. aircraft manufacturer controls a 60-percent stake, while Shanghai Airport Authority and Shanghai Airlines respectively hold the remaining 25-percent and 15-percent stake. It is the first time Boeing has taken a controlling share in an MRO joint venture. It is also China's first foreign-controlled MRO facility, according to the newspaper. The joint venture was launched in 2006 and used to lease a hangar from Shanghai Airlines to perform line maintenance and heavy maintenance check services. Boeing declined to say how much investment was involved. The factory now provides an MRO service to B737 airplanes and will expand its service offerings to twin-aisle aircraft. Another major task is to convert B767 passenger jets into freighters. But Boeing declined to give a timeline for the passenger-to-freighter conversion project. The new facility is expected to improve Pudong airport's service during the World Expo to be held next year in Shanghai, the newspaper said, citing Li Derun, executive vice-president of Shanghai Airport Authority. *************** University of North Dakota Launches Nation's First Collegiate Program in Unmanned Aircraft Systems GRAND FORKS, N.D., Oct. 15 /PRNewswire/ -- The University of North Dakota John D. Odegard School of Aerospace Sciences (UND Aerospace), a world-renowned center for aerospace research, training and learning, is the first educational institution in the nation to offer an undergraduate major in Unmanned Aircraft Systems (UAS) Operations. The program addresses the increasing demand for qualified pilots and sensor operators in the rapidly growing field of UAS, high-altitude aircraft that are flown remotely from the ground for both military and commercial uses. Launched in August 2009 as the only collegiate program of its type in the world, the curriculum places UND Aerospace in the midst of expanded U.S. acceptance and application of long-endurance, multi-mission aircraft capable of delivering persistent situational awareness and rapid strike capabilities. UAS are primarily used by the military for long-endurance reconnaissance and intelligence-gathering, and on missions that are too dangerous to risk the lives of flight crew. Civilian uses include firefighting, law enforcement, border control, ocean surveillance and weather prediction. Describing the current shortage of qualified UAS professionals, UND Aerospace Dean Bruce Smith said, "UAS is an emerging technology that has experienced dramatic growth over the past decade. As platform use increases with military, law enforcement and other commercial applications, the demand for qualified pilots and operators will increase as well. Our program offers tremendous career opportunities to students who are passionate about aviation and aspire to push the envelope of innovation." UND Aerospace combines a liberal arts core curriculum with comprehensive aviation education and all-season flight training. It supports over 100 airplanes and helicopters, the world's largest collegiate training fleet. More than 7,822 students have graduated from UND Aerospace since its founding in 1968. Consistently rated as one of the top aviation programs in the nation, UND has received more than $24 million in federal, state and private funding since 2006 to research UAS performance data and national airspace issues, such as how UAS can be integrated into existing traffic patterns and airspace used by commercial and general aviation aircraft. About UND Aerospace UND Aerospace is an international leader in collegiate and contract aviation education and training services. Flying over 100,000 hours annually, UND Aerospace also has facilities in Spokane, Wash., with Spokane Falls Community College; Phoenix, Ariz., in conjunction with Chandler-Gilbert Community College; and Crookston, Minn., with the University of Minnesota. With more than 1,900 students from all over the world, undergraduate and graduate programs--including several distance-learning degree programs--that lead to a variety of rewarding careers in aerospace are offered through five different academic departments: aviation, atmospheric sciences, computer science, earth system science and policy, and space studies. The UND Aerospace complex is the most technologically advanced environment for aerospace education, training and research in the world. For more information, visit http://www.aero.und.edu/. SOURCE University of North Dakota *************** Business aviation safety: in a rush An operational flight data monitoring programme for corporate operators has revealed information suggesting that pilots in the sector have a tendency to rush approaches. This is just one of many facts beginning to emerge from the C-FOQA (corporate flight operations quality assurance) programme in the USA and Europe. Earlier this year the Flight Safety Foundation's president Bill Voss, at the organisation's Corporate Aviation Safety Seminar revealed that the C-FOQA programme has aggregated voluntarily submitted data and discovered a number of operational facts, including: The most common types of unstabilised approaches show a high rate of descent on final approach, above-glideslope approaches, and late final flap setting. The most common airframe exceedance - by far - is flap extension too fast. The most common causes of unscheduled maintenance tasks are the use of reverse thrust while too slow, and hard landings. The latter two may have been caused by the rushed approaches described in the first. Also at the seminar, the US National Transportation Safety Board's Bob Sumwalt gave a presentation demonstrating that recent business aviation accidents provide evidence that the companies that suffered them did not have even the basic components of a safety culture, because management had a hands-off style, and standard operating procedures were therefore neither respected nor enforced. Corporate jet operations may be safe but, contrary to some industry opinion, other business aviation sectors are much less so, says a report into global business aviation safety carried out by the UK Civil Aviation Authority in association with the International Business Aviation Council and the Business Aviation Safety Partnership. The fatal accident rate for all business jet civil operations is more than eight times that for large Western jets in airline operation (see bar chart P66), and four times that for large Western turboprops flying commercially. The study made a number of recommendations for correcting the situation, but improved pilot training headed the list. The business aviation sector as a whole will struggle to achieve its objective of becoming a higher-profile part of the global air transport system if customers perceive it as considerably less safe than the airlines. If the industry fails to address safety issues and if very light jets expand the air taxi sector, safety figures will take a negative hit unless safety management performance improves. According to the CAA report, the two parts of the industry whose safety performance drags the rest down are air taxis, on-demand charter and owner-flown business aircraft. FURTHER ANALYSIS The CAA says the air taxi/ad hoc charter market is worthy of a study in its own right, observing: "The higher overall fatal accident rate for air taxi operations may justify further analysis. European operators are subject to direct regulatory oversight under EU-Ops, the same as for regular public transport, whereas in the USA, air taxi operations are overseen by the less-demanding Part 135 regulations. It is believed the EU-Ops-regulated air taxi operations may demonstrate a far better safety record than the overall [global] figure would suggest. This is a recommended further area for study." The report explains: "Analysis by the UK CAA of worldwide fatal accidents to large jet and turboprop aeroplanes, as described in the CAP 776 Global fatal accident review, revealed that business jets appeared to be involved in a disproportionate number of fatal accidents. The potential for growth in this sector prompted further study, which included an analysis of safety data supplemented by externally contracted research that involved personal industry visits and a questionnaire sent to operators and pilots." The study is endorsed by the Business Aviation Safety Partnership, of which the European Business Aviation Association is a member. The period under study was from 2000 to the end of 2007, in which time 59 business jets suffered fatal accidents. The fatal accident rate figures for that period show large jets in airline operation suffered fewer than 0.2 fatal accidents per million hours flown, airline turboprops about 0.8, and business jets 1.7 fatal accidents per million hours flown on all types of civil operation. Among business aviation operators using jets during the years 2003-7, figures supplied by the International Business Aviation Council and quoted in the CAA report show that the fatal accident rate for air taxis is 3.49 per million flying hours, for corporate operations it is 0.24, for owner-operated business jets it is 1.28, and the overall figure for all business jets flying civil operations is 1.45 per million flying hours. This tells much the same story as the CAA's own figures for the period 2000-7. ACCIDENT BREAKDOWN The report presents a breakdown of the 59 fatal accidents under study by the type of operation being performed. This shows that the highest number (21) happened on ferry or positioning flights, 17 occurred on "private/business" flights, six carried cargo, five performed passenger operations, four were air ambulance flights, three were training, and there were three "other" categories. The tendency for the risk to be higher during non-revenue flights is an issue the US Federal Aviation Administration is to study, because it is a phenomenon that carries across all types of operation, including airlines. To summarise the operational analysis, the top five primary causal factors were flight handling (16 accidents/27%), lack of positional awareness (11/19%), omission of action or inappropriate action (nine/15%), poor professional judgement/airmanship (four/7%) and disorientation or visual illusion (2%/3%). As for circumstantial factors, poor visibility or lack of external visual reference was the most common, present in 21 accidents (36%). A major part of the CAA report consisted of an analysis of the responses to questions sent to pilots, operators and training organisations in the UK. The main points were that while pilots use simulation for their type rating training, most do not have access to simulation for recurrent training, because for some types such simulation is not available. A high proportion said pre-course distance learning material was inadequate, and did not prepare them for type training. Respondents also said many employers did not provide their crews with sufficient training to cope with unfamiliar destinations or those with unusual characteristics, despite business jet pilots being more often exposed to new or occasionally used destinations than are airline pilots. Finally, business jet pilots, particularly those who operate single-pilot flights, say fatigue can be a problem because their crew duty frequently includes far more pre-flight preparation and post-flight management than airline operations do, extending their crew duty time. The main recommendations from the study covered action required in four arenas: pilot training, regulator interaction, operational issues like crew fatigue, and interaction with air traffic control. http://www.charterx.com/resources/article.aspx?id=5240 *************** Mitsubishi starts 737 wing flap production in Vietnam Mitsubishi Heavy Industries (MHI) has commenced production of Boeing 737 wing-flaps at its new purpose-built plant in Vietnam. The Japanese company's Vietnamese manufacturing plant was registered in December 2007 but construction of the plant was only completed recently and it took several months to prepare for production, it says. MHI says the production plant has 50 employees and the local workers underwent an 11-month training programme at MHI's Nagoya Aerospace Systems Works to master the assembly work for 737 flaps. The Vietnam plant, which is 11 kilometres north of Hanoi, will be delivering its product to Boeing's plant in Renton, Washington, it adds. MHI's sister-company Mitsubishi Aircraft has been pitching the Mitsubishi Regional Jet to Vietnam Airlines. Source: Air Transport Intelligence news *************** Southwest can retire 10 737s to offset flat 2010 Dallas-based Southwest Airlines has some flexibility regarding aircraft retirements as it plans for no capacity growth in 2010. Leases on ten of the carriers Boeing 737-300 aircraft will expire next year, giving Southwest the ability to retire anywhere from zero to 10 aircraft, Southwest CFO and SVP finance Laura Wright said today during a third quarter earnings call with investors. "Flexibility with our retirement schedule and other alternatives provides the ability to adjust our 2010 plans if needed," she says. The low-cost carrier will continue to take delivery of 10 737-700s next year, she adds. Forthcoming deliveries come as Southwest accepted all 13 737-700s scheduled for 2009. The carrier alsoto date has returned three leased 737-300s and retired two owned 737-300s. Besides new aircraft, the airline may add cities to its route network. The airline does have the opportunity to consider some new cities next year, Southwest chairman and CEO Gary Kelly says. Looking ahead, fuel costs and weakened demand for full-fare travel from business passengers will continue to be a challenge, he says. Only 17% of Southwest passengers purchased full fares during the third quarter this year compared to 24% during the third quarter last year. Source: Air Transport Intelligence news **************** Curt Lewis, P.E., CSP CURT LEWIS & ASSOCIATES, LLC