Flight Safety Information February 1, 2012 - No. 022 In This Issue FAA seeks non-Halon fire extinguisher designs Airlines may get US help for navigation upgrades 7 Best TSA 'Aha Moments': Strange Things at Airport Security Pilot error blamed in Lemoore Naval Air Station fighter crash ISASI 2012 43rd Annual Seminar...Call for Papers PRISM Certification Consultants Pilot in deadly crash denied permission to fly solo Hungary prepares for possible grounding of nat'l airline ANA faces bumpy start to long-haul 787 service FAA seeks non-Halon fire extinguisher designs The US Federal Aviation Administration has launched a market survey for portable handheld fire extinguisher technology that does not use ozone-depleting Halon 1211. Though production of Halon is generally banned in developed countries around the world, its use in aviation has continued through an exemption due to the industry's "unique operational and fire safety requirements," according to the FAA. The market survey is seeking "information to redesign or optimise an aircraft hand held fire extinguisher using an approved streaming replacement agent on the [US Environmental Protection Agency's] significant new alternatives policy (SNAP) list," the FAA said in the 31 January announcement. "The target is being the lightest, smallest volume, and most practical design effective enough to replace a portable Halon 1211 extinguisher used in aircraft applications." Testing of applicable extinguishers to prove equivalence with Halon is to take place at the agency's William J. Hughes Technical Centre at the Atlantic City International airport using fire tests developed by the international fire protection working group (IFPWG). The FAA plans to interview interested companies at its Technical Centre from 21-23 February. Source: Air Transport Intelligence news Back to Top Airlines may get US help for navigation upgrades WASHINGTON (Reuters) - Aviation legislation nearing completion in Congress would give U.S. policymakers authority to offer airlines federally backed loan guarantees to help them pay for new air traffic technology. The financing authority was included in a House-Senate compromise proposal on long- term aviation legislation finalized on Tuesday. Four years in the works, the bill would fully fund the Federal Aviation Administration at nearly $16 billion annually through 2016. It also lays out other aviation policy priorities, including about $3 billion per year for air traffic modernization, which is moving slowly. Airlines were unhappy with being left out of the 2009 economic stimulus, and have since pressed the Obama administration and Congress for assistance with the costs of making their aircraft compatible with satellite-based navigation systems. Carriers have argued that costs of overhauling the air traffic network are extensive, and would eat into their bottom line just as their finances are rebounding from down years related to recession. They also complain vigorously that they are overtaxed and contribute more than their fair share through passenger fees, fuel taxes and other levies to air traffic, airport and security programs. A few carriers, including cargo companies, have already invested billions in new aircraft fully equipped with the latest technology or off-the-shelf retrofits, like cockpit navigation displays. Congressional and other sources familiar with the discussions said the loan guarantee provision would permit the Transportation Department to offer low-interest credit support to carriers for specific upgrades intended to help reduce airport delays and open up more efficient routing. The Obama administration has weighed options for helping airlines, so its support is expected. It is uncertain whether carriers would take advantage of the loan guarantee program. The current air traffic system relies on radar and is considered too old to efficiently handle thousands of commercial flights daily, particularly those using busy airports in the East. Equipping new and existing Boeing (BA.N) and Airbus (EAD.PA) planes with related technology is expected to cost several billion dollars over many years. Final House and Senate votes on the FAA bill are expected in coming weeks. The White House supports the bill, which also continues subsides for airline service to rural communities and modifies federal rules governing airline union elections. Back to Top 7 Best TSA 'Aha Moments': Strange Things at Airport Security You really have to find something strange to beat the best airport security catch of 2011 and of course I mean the guy at Miami International who tried to go through security with seven snakes in his pants. Had the reptiles not been discovered - as they were via a TSA body scan machine - imagine sitting on a plane only to notice slithering in a seatmate's trouser region. The guy had three turtles in there, too. Maybe you don't travel with snakes-in-pants, but you don't want to be stuck in line behind someone like this either if only because of delays and help is on the way thanks to expedited security lines in more airport as such lanes would pretty much exclude reptile hoarders. In the meantime, sit back and enjoy the seven best security 'gets' so far this year. 1. Dagger in a Hair Brush An unusual weapon was found at Virginia's tiny Lynchburg Regional Airport: a hair brush with a dagger concealed inside the bristles. This was not your everyday knife, either, according to authorities: several inches long with an "ice-pick style blade". A stylist's defense against customer critiques? The TSA did not say. 2. Speargun An unidentified passenger rather touchingly thought he'd be allowed to board his plane with a speargun in hand. If you think this security 'get' took place at a Hawaiian airport or somewhere in the Caribbean, nope. The speargun was confiscated at Salt Lake City International. 3. Chain Saw Leatherface was nowhere in evidence when screeners at New York's Elmira-Corning Regional airport stopped a passenger from going through security with a gassed-up chainsaw in his carry-on. Chainsaw, okay; gasoline, not so much. The fuel was dumped, the chainsaw checked, and Mr. Fix-It was allowed to proceed on his way. 4. Lipstick Stun Gun A 350,000 volt stun gun cleverly designed to look like a lipstick case was found in a passenger's carry-on bag at Burlington (Vermont) International. These smaller airports definitely have the most interesting passengers, don't they? 5. Live Teargas Grenade Must have been exciting at Phoenix's Sky Harbor airport when a passenger strolled through security with a live teargas grenade in a carry-on. As a TSA blogger put it, "Dispersed Teargas Grenade + Pressurized Cabin = Pandemonium". That pretty much covers it. 6. $22,373 in Cash A passenger at Jacksonville International turned in an abandoned bag to the TSA. It's not clear whether this Good Samaritan took a peek inside, but if he had, he'd have seen more than 22-thousand dollars in cash inside. The bag was reunited with its owner who must have been sweating bullets. And speaking of bullets... 7. 69 Loaded Guns (and counting) As usual, the TSA confiscates a lot of guns: well over a thousand in 2011 alone. And so far this year, screeners discovered nearly 70 loaded guns in carry-ons. One recent incident that received considerable attention took place at the Dallas-Ft. Worth airport when TSA officers saw a weapon in a bag, but its owner - a 65 year old woman - left security before they could nab it. After a lengthy search (which delayed about a dozen flights), the woman was found aboard an American flight that had already pushed back from the gate and was called back. The woman's excuse was the time-honored, "I forgot I had it." The woman, by the way, is an attorney. So what can you do if you're stuck behind any of these yahoos? Hope it ends quickly, or better yet, try one of the following for a speedier security experience: My TSA app: Download this free app for your phone and see security line 'wait times' before you head to the airport. It also provides information on whether specific items can or can't go through security, though when I tested it on 'peanut butter' it simply informed me that no gels or liquids above 3.4 ounces are allowed (yes, I know peanut butter isn't a liquid, but 'gel' may be open to interpretation). PreCheck expedited security lanes: The experimental program at a handful airports around the U.S. is proving to be wildly popular and the TSA recently expanded it, adding PreCheck lanes at Los Angeles, Minneapolis and Salt Lake. It's not for everyone, though. It is currently open to U.S. citizens who are miles program members of participating airlines, plus you have to be 'invited' to sign on. Then you must agree to a background check but if all goes well, you get to use the quicker PreCheck lanes which means you get to keep your shoes on. Well, not always. PreCheck-approved passengers are still subject to random security checks like everyone else. Still, it's probably better that than being stuck in line behind the guy with all those snakes in his pants. http://abcnews.go.com/Travel/best-tsa-aha-moments-strange-things-airport- security/story?id=15481094&page=2 Back to Top Pilot error blamed in Lemoore Naval Air Station fighter crash Report: Lt. Matthew I. Lowe and Lt. Nathan H. Williams died after their plane lost control during maneuver on April 6, 2011 Navy investigators have concluded that pilot error likely caused the 2011 crash of a navy fighter jet near Lemoore Naval Air Station that killed two men aboard. The Navy F/A-18F Super Hornet crashed shortly after noon on April 6 into a field about a half-mile west of the base, just minutes after taking off for a training flight. The pilot, Lt. Matthew I. Lowe, 33, of Plantation, Fla., and the plane's weapons officer, Lt. Nathan H. "Beefcake" Williams, 28, of Oswego, N.Y., were practicing a "load roll" when the pilot apparently lost control, according to a report obtained by the Times- Delta/Advance-Register through a Freedom of Information Act request to the Navy. It took just 14 seconds from the moment the aircraft began the maneuver until it began a fatal dive and crashed, according to a summary report of the Navy's findings. Nobody on the ground was injured. The report goes on to say that Williams managed to eject, but he was too close to the ground for his parachute to deploy and save his life. "The mishap was caused by the aircrew's failure to execute the maneuver in accordance with the prescribed airspeed and [angle of attack] parameters" for doing a loaded roll, states the three-page summary issued Dec. 6, 2011, by Vice Adm. Allen Myers, commander of Naval Air Forces Pacific. A copy of the report and other documents related to the crash was delivered Monday to the Times-Delta/Advance-Register. Among the investigators' conclusions Myers lists: Lowe and Williams didn't properly follow the instructions on doing the maneuver. Problems in previous flights were filmed but not shown to the two aviators afterward. The aircrew lacked sufficient understanding of the flight parameters and the flight computer system "that would have enhanced the safety margin of the loaded roll maneuver." "The best way I can phrase that is pilot error," said Bill Waldok, director of the Robertson Aircraft Investigation Laboratory at Embry-Riddle Aeronautical University in Arizona, which trains aircraft-crash investigators. Waldok, who also is a professor of safety science at the university, said the loaded roll is a combat maneuver that also is often performed at air shows. It involves the plane essentially doing a barrel roll while veering upward. "And it makes the flight path of the plane very erratic," making it hard for other aircraft to target in combat, he explained. Waldok wasn't involved in the Navy crash investigation, but he read the initial crash investigation report and explained some of the more technical aspects. Naval investigators concluded that the Super Hornet attempted the loaded roll moving too fast and too steep an angle, he said, adding that from there, investigators concluded, "They lost control of the plane during the maneuver." A rough video of the flight taken from the ground shows the Super Hornet beginning the maneuver and suddenly diving until it crashed. Navy officials said weather did not appear to play a role in the crash, and they found no evidence that mechanical problems were involved. Lowe and Williams took off from the naval air base in the two-seat fighter at 11:55 a.m., and the fatal roll maneuver began just after 12:06 p.m. at about 880 feet above the ground, according to the Navy report. Waldok noted that when Williams, the weapons officer, ejected, the fighter was sideways, but his ejector seat was designed to upright itself in the air so the built-in parachute could deploy properly at a high-enough altitude. For that, the ejection would have had to occur no lower than 350 feet, but the Navy reports that Williams ejected at between 328 and 330 feet, Waldok noted. The ejector seat and the aviator in it hit the ground at too fast a speed to survive. Navy investigators also concluded that Lowe attempted to eject after his weapons officer did, but the process had barely begun when the plane hit the ground. Autopsies showed both men died instantly. Neither had any known health problems, nor did they have alcohol or drugs in their systems that might have played roles in the crash, the Navy reports. Lowe and Williams were members of Strike Fighter Squadron 122 at Lemoore, which provides fighters to aircraft carriers and also serves as the Navy's West Coast F/A-18 Super Hornet tactical demonstration team that flies at airshows and other public events. The Navy reports that Lowe had just over 1,492 flight hours, but only 117 of them in an F/A-18F Super Hornet. The April 6 flight was Lowe's fourth flight and would have been the last for him to qualify to do demonstration flights. Myers states in his report that "I am especially concerned that the mishap crew improperly performed the loaded-roll maneuver during three previous practice demonstration flights." Videos of those flights showed excessive angles of attack, but they weren't shown to the aviators in post-flight debriefings, "and a vital opportunity to prevent the accident was lost" it states. Myers ordered loaded-roll maneuvers to be banned from the Navy's demonstration flights, noting that the maneuver is best executed by experienced test pilots and requires levels of focus and skill not normally employed by tactical-demonstration pilots. Waldok noted that the report didn't speculate as to why the pilot error may have occurred. The Naval Safety Center in Virginia also investigated the crash, but a copy of its summary report has so much information redacted for public disclosure that even a suspected cause of the crash isn't listed. Myers has recommend that the Safety Center use the investigators' findings as an aircraft-safety case study, as well as for aviation classroom instruction. http://www.visaliatimesdelta.com/article/20120131/NEWS01/201310304/Pilot-error- blamed-Lemoore-Naval-Air-Station-fighter-crash Back to Top ISASI 2012 43rd Annual Seminar Evolution of Aviation Safety-From Reactive to Predictive Call for Papers International Society of Air Safety Investigators (ISASI) August 27 - 30, 2012 Baltimore, Maryland ISASI, the world's premier organization for professional aircraft accident investigators and analysts, with individual and corporate members in 60 countries, has scheduled its 43rd Annual Seminar in Baltimore, Maryland, USA, from Monday, August 27, 2012 through Thursday, August 30, 2102. Papers are invited which would benefit an international audience and which address the theme of the seminar: Evolution of Aviation Safety- From Reactive to Predictive Papers are invited which would benefit an international audience and which address the theme of the seminar: "Reactive to Predictive." Topics may address the historical evolution from reactive to predictive, the interaction between accident or incident investigation and accident prevention or analysis, analytical processes that identify, monitor or assess emerging risks, the practical application of those processes to minimize the risk of accidents, or other topics related to investigative or analytical methods, issues, or past findings. Topics may address any segment of the air carrier industry or general aviation. An expression of interest in delivering a paper should be sent by e-mail no later than February 10, 2012 to isasi.baltimorepaper@yahoo.com. Please include a working title for your paper, plus your name, affiliation, and position. Abstracts must be submitted by e-mail by March 9, 2012 to be considered by the Selection Committee. The Committee will invite final papers and presentations from selected abstracts. Please limit abstracts to a maximum of 300 words. Only e-mail submissions will be considered. If your proposal is selected for presentation, you will be advised by e-mail no later than April 5, 2012. Final papers must be submitted by July 6, 2012. www.isasi.org Back to Top Back to Top Pilot in deadly crash denied permission to fly solo CONCORD, N.H. (AP)- Transportation records show the flight instructor for a New Hampshire pilot charged with killing his daughter in a Massachusetts plane crash repeatedly denied his requests to fly solo. The instructor told federal investigators 57-year-old Steven Fay of Hillsborough should not have been flying his twin-engine Cessna without an instructor on board and that that he was "crazy" to be flying the plane at night. Massachusetts prosecutors are charging Faye with involuntary manslaughter in the crash at Orange Municipal Airport that killed 35-year-old Jessica Fay on New Year's Day 2011. The crash occurred 90 minutes after sunset, after the plane clipped treetops on descent. Fay told The Associated Press he loved his daughter and has been grief-stricken since her death. He is scheduled to be arraigned Wednesday in Greenfield, Mass. Involuntary manslaughter is a felony punishable by up to 20 years in prison. Fay did have a license to pilot single-engine planes, but the Federal Aviation Administration issued an emergency order revoking that license two months after the crash. He had obtained the license in 1989. That emergency order, dated March 22, stated Fay lacks the "care, judgment, responsibility and compliant attitude" required of a licensed pilot. The order notes that he was not authorized to fly solo, carry passengers and was not current on flying at night. It notes his last night flight took place in the year 2000. The order also criticizes Fay for failing to familiarize himself with the airport. "You have a blatant disregard for the regulations airmen operate under and present an immediate threat to aviation safety," the order states. Fay's daughter was pronounced dead at the scene. Fay suffered bruises to his lower torso and legs, according to National Transportation Safety Board reports on the crash. The NTSB reports indicate Jessica Fay did not have her seatbelt fastened at the time of the crash. Steven Fay told them she had been trying to locate his navigational chart in the back of the airplane as they approached the municipal airport. Massachusetts State Police say her body was found outside the plane lying in a brook, her legs pinned by a fallen tree. Truman -- who would fly from Norwood, Mass. to instruct Fay on piloting the Cessna -- told federal investigators had asked him "numerous times" for permission to fly solo but Truman refused. Truman told them he felt Fay's "old airplane was still too much for him and that the Cessna 310 was a difficult plane." Fay would not comment Tuesday on Truman's statements that he repeatedly refused to give Fay permission to solo. "I can't really comment on what's accurate or not until I at least have a chance to go to court about it," Fay told the Associated Press. "I've been sick for over a year now over losing my daughter and everything else, because I loved her very much." Rick Bendel, a flight instructor who owns Monadnock Aviation at the Keene airport where Fay kept his plane, told the Associated Press he refused to work on the plane in the fall of 2010 because it required so much repair. "The aircraft would not be worth the money spent on it. It seemed to be in such poor condition," Bendel said. "We could see the nightmare coming," Bendel said, of Fay's intent to fly the plane. Read more: http://www.foxnews.com/us/2012/01/31/pilot-in-deadly-crash-denied- permission-to-fly-solo/#ixzz1l82fuDpe Back to Top Hungary prepares for possible grounding of nat'l airline BUDAPEST (Reuters) - Hungary's government published decrees on Tuesday to prepare for a possible stoppage of national airline Malev, just hours after the carrier said it still hoped that a potential buyer could save it. The decrees, published in the official legal gazette's website, set down rules of compensation for passengers from state coffers in case Malev stops its flights, and March 31 as the deadline for the submission of compensation claims. Government spokesman Andras Giro-Szasz said the existence of a Budapest-based air carrier remained Hungary's interest. He told the television channel ATV that Malev's management would prepare a liquidity management plan by the weekend. "Meanwhile, the development and economy ministries continue the talks ... with the possible foreign investors," he said. "There are (investors) interested." He did not name any investors. The government is in a race against the clock to keep debt-stricken Malev in business, after it was placed under bankruptcy protection. The government put Malev under protection from creditors on Monday after a European Commission ruling forced the loss-making carrier to repay millions of dollars of state aid received between 2007 and 2010, an amount equivalent of its total 2010 revenue. Malev Chairman Janos Berenyi told a news conference before Tuesday's government meeting at which he fate of Malev was discussed that management was in talks but did not give further details. He said management's priority was to keep the airline aloft until the government secures a new investor to take over or draws up another solution. "In this form we can certainly not continue, so we are aiming for a gapless transition," Berenyi said. "We hope we can last as long as possible while a new national airline is formed that can serve all the functions currently performed by Malev." Berenyi said the situation was volatile as Malev's funding should last as long as a month under normal circumstances but cash could run out within days if partners lose confidence and start asking for advance payments or deposits. "If we can avoid these things, we will be able to fly, but if we cannot, anything can happen," Berenyi said. "We are flying and I hope we will fly tomorrow and I hope our owners can support us in this." After failed privatisation attempts, Hungary in 2010 bought back all but a 5 percent stake in the carrier, which employs 2,600 people. It posted a loss of 24.6 billion forints in 2010. Berenyi said the government was discussing Malev's situation in a bid to secure an investor and maintain a momentum that saw Malev increase bookings and passenger numbers on its flights over the past six months. He said Malev's flights were still running on schedule. "It also depends on what a new partner wants, whether there is someone willing to take over this debt, in which case Malev could even continue in its current form. However, the main thing is that the state cannot provide us any more money," he added. He declined to go into details about the potential investor or investors. Berenyi said Malev's total outstanding debt stood at around 60 billion forints. The airline, which accounts for 40 percent of annual turnover at Budapest's international airport, has said it had managed to agree with U.S. firm ILFC on the continued lease of its fleet, which comprises 22 passenger aircraft. Back to Top ANA faces bumpy start to long-haul 787 service All Nippon Airways first long-haul international service with its Boeing 787 has faced a rocky start since 21 January with two of its ten flights operating between Tokyo-Haneda and Frankfurt, Germany cancelled due to technical issues with the new aircraft, the airline confirmed. ANA cancelled flight NH204 on 26 January and NH203 30 January. Other 787 flights to Germany operated on 21, 23, 26 and 28 January. On the days when the 787 is not operating, ANA deploys a 777-200ER to service the route. The 26 January service was cancelled in Frankfurt when the aircraft's flap system failed, while the 30 January cancellation in Haneda was due to "a temporary failure of the computer software which monitors and controls the aircraft", said ANA, adding "the aircraft has been repaired by replacing the computer's concerned parts and loading software." To date, five 787s have been delivered by Boeing, all to ANA, though only one has been configured for long-haul operations. JA805A, Airplane 31, with 158-seats was delivered on 30 December and formally entered service with ANA on 14 January on the type's inaugural international scheduled service between Tokyo-Haneda and Beijing, China. JA805A is currently operated exclusively on the Haneda to Frankfurt route. The next 787 service between Haneda and Frankfurt will be 1 February and will be flown as originally scheduled with JA805A, said the airline. "As a launch customer," said ANA "It is our obligation to work together and fully cooperate with Boeing to make the 787 an even better airplane," embracing its role in taking the brunt of a new aircraft's teething issues. Just prior to its first 787 delivery to ANA in September 2011, Boeing was reportedly experiencing intermittent erroneous flight control software glitches and was said to be developing a software fix for the problem. The introduction of the 787 into revenue service on domestic routes has been otherwise smooth for ANA, with the exception of a 6 November malfunction in a landing gear hydraulic valve that prevented the aircraft's main landing gear from extending on the first attempt during an approach to Okayama, Japan. ANA recently carried its 100,000th passenger on the 787, marking 96.3% on-time reliability with the new aircraft in domestic Japanese operations, compared to an 96.5% ANA group on-time reliability. Source: Air Transport Intelligence Curt Lewis, P.E., CSP, FRAeS CURT LEWIS & ASSOCIATES, LLC