Flight Safety Information December 11, 2012 - No. 247 In This Issue Investigators Study Mexico Crash that Took Singer Medical helicopter crashes near Rochelle, Ill., killing 3 With Flight Delays in China, a Rise in Air Rage Indonesia Aviation Set for Clearer Skies Alaska Airlines flight lands safely in Sacramento after electrical smell reported in cabin Bird-hit did not force the aircraft to land, say DGCA experts (India) Lewis-McChord pilot faces charges in death of paratrooper FAA may ease certification standard to be pilot Pilots needed for FAA research on using weather data in Alaska PROS IOSA Audit Experts Royal Jet Expansion Set For Early 2013 Video: Navy's unmanned X-47B performs taxi tests aboard aircraft carrier Business Aircraft registered in Middle East to double by 2020 Flight training for Apollo: An interview with astronaut Harrison Schmitt General Aviation Flight Data Monitoring Survey Investigators Study Mexico Crash that Took Singer (LOS ANGELES) (AP) - Tearful fans set up candlelight shrines and memorials to Jenni Rivera from California to Mexico, as investigators said it would take days to piece together the wreckage of the plane carrying the Mexican-American music superstar and find out why it went down. Authorities, meanwhile, began looking into the history of the plane's owner, Starwood Management of Las Vegas, which had another one of its planes seized by the U.S. Drug Enforcement Administration in McAllen, Texas in September. The U.S. National Transportation Safety Board said it was sending a team to help investigate the crash of the Learjet 25, which disintegrated on impact Sunday with seven people aboard in rugged terrain in Nuevo Leon state in northern Mexico. Alejandro Argudin, of Mexico's civil aviation agency, said it would take at least 10 days to have a preliminary report on what happened to the plane. "We're in the process of picking up the fragments and we have to find all the parts," Argudin told reporters on Monday. "Depending on weather conditions it would take us at least 10 days to have a first report and many more days to have a report by experts." The Learjet 25, number N345MC, with Rivera aboard was en route from Monterrey to Toluco, outside Mexico City, when it was reported missing about 10 minutes after takeoff. The cause of the accident has not been determined The plane was registered to Starwood Management of Las Vegas, according to FAA records, and was built in 1969. According to the National Transportation Safety Board, the twin-turbojet was substantially damaged in a 2005 landing mishap at Amarillo International Airport in Texas. It hit a runway distance marker after losing directional control. There were four aboard but no injuries. It was registered to a company in Houston, Texas, as the time. The company is also subject of a federal lawsuit in Nevada. QBE Insurance Corp. alleges that a Starwood aircraft was ordered seized by the DEA when it landed in McAllen, Texas, from Mexico on Sept. 12. The New York-based insurer sued in October to rescind coverage for the Hawker 700 jet. Starwood, in a court filing, acknowledged that the DEA was involved in the seizure of the aircraft. QBE, based in New York, said the DEA also seized a Starwood-owned Gulfstream G- 1159A - insured by another company - when it landed in Tucson from Mexico in February. Starwood said in its court filing that it didn't have enough information to address the allegation. Nevada secretary of state records list only one Starwood officer - Norma Gonzalez - but QBE alleges that the company is owned and managed by Ed Nunez, who, according to the lawsuit, is also known as Christian Esquino and had a long criminal history. Starwood rejected the insurer's description of Nunez's role at the company. According to QBE's lawsuit, Esquino pleaded guilty in federal court in Orlando, Florida, in 1993 to conspiracy to possess and distribute cocaine. QBE said Esquino also served two years in prison after pleading guilty to conspiracy to commit fraud involving an aircraft in Southern California in 2004. QBE said Esquino's attorney stated in court back then that his client had been under investigation by the DEA for more than a year. Starwood said in its court filing that it didn't have enough information to address either the Florida or Southern California case against Esquino. George Crow, an attorney for Starwood, did not immediately respond to phone and email messages left after business hours Monday. There have been several high-profile crashes involving Learjets, known as swift, longer- distance passenger aircraft popular with corporate executives, entertainers and government officials. A Learjet carrying pro-golfer Payne Stewart and five others crashed in northeastern South Dakota in 1999. Investigators said the plane lost cabin pressure and all on board died after losing consciousness for lack of oxygen. Former Blink 182 drummer Travis Barker was severely injured in a 2008 Learjet crash in South Carolina that killed four people. That same year, a Learjet slammed into rush-hour traffic in a Mexico City neighborhood, killing Interior Secretary Juan Camilo Mourino and eight others on the plane, plus five people on the ground. http://nation.time.com/2012/12/11/investigators-study-mexico-crash-that-took- singer/#ixzz2EjpGih92 Back to Top Medical helicopter crashes near Rochelle, Ill., killing 3 The crash reportedly happened near Rochelle, Ill. A medical helicopter (MBB BK 117) crashed Monday night on its way to a hospital in Mendota, Ill., killing its three occupants, who were all crew members, officials said. The helicopter, which took off in Rockford, reportedly crashed about 8:30 p.m. in a field in the small town of Compton, near the city of Rochelle. The helicopter was destroyed in the crash, according to the FAA. It had been registered to Rockford Memorial Hospital. The hospital identified the helicopter's occupants as pilot Andy Olson and flight nurses Jim Dillow and Karen Hollis. "At Rockford Health System, our hearts are heavy," hospital spokesman Wester Wuori said in an early-morning news release. "We grieve the loss of three heroes who dedicated their careers to serving others." No patients were on board the flight. Authorities established a staging area near the intersection of U.S. Route 30 and Illinois Route 251, a dispatcher with the Lee County Sheriff's Office said. The intersection lies between Rochelle and Mendota. The dispatcher declined to provide additional information. In October 2008, a medical helicopter crashed after striking a radio tower in Aurora, killing three crew members and a 1-year-old girl. http://www.chicagotribune.com/news/local/breaking/chi-medical-helicopter-crashes- near-rochelle-ill-20121210,0,3611914.story Back to Top With Flight Delays in China, a Rise in Air Rage SHANGHAI (NYT) - Airline crews and ground staff are being assaulted, passengers have stormed the runway of a major international airport and the door of a plane's emergency exit was recently yanked open. In China, airline passengers are resorting to extreme measures to protest flight delays as the country's air corridors become congested with millions of new fliers each year, a result of the quick rise of the middle class and of increasingly inexpensive air tickets. With airlines struggling to keep flights in China on schedule, there have been dozens of episodes of so-called air rage involving travelers on domestic and international flights. "When flights get delayed, passengers make a lot of trouble," said Wang Zhenghua, founder and chairman of the budget carrier Spring Airlines, which is based in Shanghai. "Sometimes they even beat our staff." "Airlines are actually the weaker party," he continued. "With the government calling for a 'harmonious society,"' he said, referring to a political slogan of President Hu Jintao, "the only thing we can do is to give them compensation to calm them down." With manufacturers predicting that a new plane will take to China's skies every other day for the next two decades, industry officials say that congestion will only get worse. And that will translate to more delays. Thirty years ago, flying in China was only available to top government and company officials. Buying a plane ticket required submitting a special document from an employer. Today, while most people in China still use trains for long-distance travel because it costs less, a rising average income and more affordable flight options mean that more people are opting to fly. More than 270 million passengers flew on domestic routes in China last year, up nearly 10 percent from 2010 and up over 70 percent from 2003, according to Chinese government data. The International Air Transport Association projects that 379 million people will be flying domestically in China by 2014. Airlines have been adding planes to keep pace with the increased demand. Boeing predicts that China will need to add 5,260 aircraft over the next 20 years, at an expense of $670 billion. But with the Chinese Air Force controlling much of the country's airspace, flight delays are likely to become increasingly common. This year, about 20 angry passengers dashed toward the runway at Shanghai's main international airport, coming within 200 meters, or 650 feet, of a plane arriving from the United Arab Emirates. The angry passengers' flight had been delayed by 16 hours. In August, two passengers who had been refused compensation for a flight delay yanked open an emergency exit door on their plane - resulting in a further delay. In October, an Australian pilot and his crew were surrounded and threatened by angry passengers after a Jetstar flight, which had originated in Melbourne, was diverted to Shanghai because of bad weather, the Australian news media reported. In July, a United Airlines flight left passengers stranded in Shanghai for three days because of a delay that had started as a mechanical problem. On the third day, according to reports in the news media, the frustrated passengers began shouting at airline officials and making a scene at the airport. Other acts have been more peaceful. When flights in and out of Shanghai were grounded by a thunderstorm this year, a group of passengers sang songs over the public announcement system after airline staff deserted the terminal. The root of these protests lies at least in part with the carriers themselves. It is not uncommon for passengers in China to have to wait for hours inside a plane or at a boarding gate without being given any information about how long the delay might last. "In the past, only 'first class' people had the privilege to travel by plane, so the average Chinese has very high expectations for services," said Li Yuliang, a civil aviation commentator who has served as head of training for China Eastern Airline's office in Shandong Province. "But when they actually fly, they find the services are not as good, especially when there is a delay, and these disappointed passengers make a lot of trouble." In the case of the runway protest in Shanghai, all passengers, including those who ran out to the tarmac, were each given 1,000 renminbi, or $160, in compensation from the carrier, Shenzhen Airlines. No complaints were filed against the protesters. According to the Civil Aviation Administration of China, about a quarter of the 2.4 million domestic flights in the country were delayed in 2011. The ratio is roughly comparable with delays in Britain, but does not reflect delays that occur after all the passengers have boarded the plane. China's skies are hardly crowded, but its restricted routes are. Air traffic specialists and pilots say that only about 20 percent of the total airspace is allocated for commercial use. "The airspace is too small," said Jeff Zhang, a pilot at one of the leading Chinese carriers. "It's like an eight-lane highway with just two lanes open." Back to Top Indonesia Aviation Set for Clearer Skies Garuda Indonesia planes parked on the tarmac at Soekarno-Hatta International Airport near Jakarta. Jakarta. As the skies over Indonesia's sprawling archipelago look set to get more crowded next year, industry players such as Airbus and Boeing are being asked to take a close look at the country's checkered aviation industry, senior officials have said. Some 130 new routes are also expected to be added, and as many as four new carriers are set to take off next year. Deputy Transport Minister Bambang Susantono also expects national carrier Garuda to be cleared by the United States' Federal Aviation Administration (FAA) to land in that country by next year. Garuda was effectively banned from landing in the US in 2007, after several cases of Indonesian plane crashes and negligence in safety compliance. "The president of the International Civil Aviation Organization (ICAO) came to Jakarta and noted how we have set up a very different message now to make sure our skies are safe," Bambang said of the visit which took place two weeks ago. "We are expecting an upgrade from the FAA... and Airbus and Boeing will establish a center of excellence in Indonesia especially for training and human resources development." He was speaking to The Straits Times on the sidelines of a ceremony that will see his ministry collaborating with Singapore Press Holdings' conference division, Sphere, for next June's Future Transport Show Asia. Europe lifted its ban on Garuda in June 2010, after it was imposed in 2007 for reasons similar to the FAA's. These developments signal improvements in aviation safety standards for Indonesia, which is seeing a spurt in the number of carriers taking to its skies as more of its 240 million population become more affluent and opt for air travel, officials say. The humming economy has largely fueled this growth as more domestic carriers branch out and foreign players enter the lucrative aviation market. Domestic air travel has been increasing - this year it will hit a record 13 percent, higher than the global average - and is expected to continue the strong growth in tandem with healthy economic growth, according to Transport Ministry officials. Only a third of the population are flying now, indicating a potential for massive growth in a country the ICAO already ranks as home to the world's third-largest aviation industry. Four new carriers - Batik Air, a subsidiary of Lion Air; Nam Air; Kartika; and Jatayu - are scheduled to start up next year, while 130 new routes reaching the most remote parts of Indonesia outside Java are being considered, especially in the far-flung eastern part of the archipelago. The spurt has seen Indonesian carriers aggressively buying up planes from Airbus and Boeing to tap the growing confidence in flying. The largest airplane order to date came from Indonesia's most popular low-cost carrier, Lion Air. It inked a deal last year with Boeing for 230 aircraft at US$22.4 billion. A major overhaul in airport infrastructure is also under way. Construction of 24 new airports across the country is expected to begin soon and be completed by 2017, while the relocation and construction of 21 other airports is expected to be done by 2022. This buoyant mood is a marked contrast from 2007, when two air crashes involving planes of Garuda and the now-defunct Adam Air killed about 130 passengers, prompting a ban on Indonesian carriers flying to Europe. Bambang says Indonesia has learnt from its mistakes and is striving hard not to repeat them. "We are open to scrutiny. Safety is something we don't ever want to compromise." Indonesia has accepted supervision from the ICAO to conduct training of airport officials and improve airport administration. Consultants from Airbus or Boeing are also being sought to train air traffic controllers, airport fire services and the pilots it needs to keep up with aviation growth. While agreeing major safety issues are being addressed, aviation analysts like Gerry Soejatman say Indonesia is not out of the woods. There are still sporadic cases of pilots behaving badly - such as Lion Air pilots caught for taking drugs and, recently, a careless landing at the wrong airport. In mid-October, a Sriwijaya Air plane carrying 96 passengers landed at Tabing airbase in Padang, West Sumatra, 12 km from its intended destination of Padang airport. A ministry spokesman called it a "serious" breach of safety, though the landing was normal, and the foreign pilot has been suspended pending investigations. "Anecdotally, there has been an increase in overruns and you question the decisions being taken that cause that," said Gerry. "These incidents appear small and may not make news but it just takes one thing to break the (safety) chain. The safety culture has to improve." http://www.thejakartaglobe.com/news/indonesia-aviation-set-for-clearer-skies/561004 Back to Top Alaska Airlines flight lands safely in Sacramento after electrical smell reported in cabin An Alaska Airlines flight en route from Seattle to Las Vegas was diverted to Sacramento International Airport this afternoon after flight attendants reported an electrical smell in the cabin. Airport spokeswoman Laurie Slothower said Flight 606 landed safely about 4:40 p.m. Bobbie Egan, media relations manager for the airline, said in an email that contrary to initial reports, no smoke, only an electrical odor, was detected in the cabin. The Boeing 737-800 was carrying 152 passengers and a six-member crew. Assistant Chief Niko King of the Sacramento Fire Department said a flight attendant complained of irritation from the odor and was treated by paramedics. Slothower said the attendant was treated at the scene and released. Passengers were taken off the plane and into the terminal. As of about 6:30 p.m., Egan said maintenance crews were still inspecting the plane. Passengers were rebooked on flights departing for Las Vegas at 7 and 9 p.m. http://blogs.sacbee.com/crime/archives/2012/12/alaska-airlines-flight-lands-safely-in- sacramento-after-smoke-reported-in-c.html#storylink=cpy Back to Top Bird-hit did not force the aircraft to land, say DGCA experts (India) KOZHIKODE: On Monday, director general of civil aviation (DGCA) started a probe to ascertain the cause behind the engine damage that forcedd Air India flight AI 773 to make an emergency landing on Saturday night. DGCA air safety regional controller from Chennai R Durai Raj and team inspected the aircraft that had extensive damage in its right engine. They also checked the runway. It is learnt that a common palm civet might have been sucked into the aircraft engine during take-off. Experts ruled out a bird-hit since it would not have caused such serious damage. The exact identity of the animal will be clear after conducting a detailed chemical examination. The team, which sought the help of professor Subair Medammal of the Calicut University's zoology department, located pieces of bone and fur of the animal near the runway. Sources said engine experts, who arrived from Mumbai, used a borescope to ascertain the extent of the damage. Sources said the engine needs to be replaced. Kozhikode: On Monday, director general of civil aviation (DGCA) started a probe to ascertain the cause behind the engine damage that caused the Air India flight AI 773 to make an emergency landing on Saturday night. DGCA Air Safety Regional Controller from Chennai R Durai Raj and team today made inspected the aircraft which had suffered intense engine damage in the right engine and checked the runway. It is learnt that a common palmcivet could have got sucked into the aircraft engine during the take- off run resulting in the engine damage. Experts have ruled out a bird hit as the engine would not have such serious damage if it is hit by a bird. The exact identity of the animal will be clear after conducting detailed chemical examination. The team which sought the help of Dr. Subair Medammal, Assistant Professor, Calicut University Zoology Department, was able to find out pieces of bones and fur of the animal from near the runway. They would continue their investigations on Tuesday. According to AI sources engine experts who arrived from Mumbai conducted boroscopic examination of the engine to ascertain the extent of damage. Sources said that the engine has suffered extensive damage and will have to be replaced. The loss from the incident is expected to be in the tune of around 7- 10 crore. According to airport sources the presence of butcheries and dumping of waste in the open near the airport could have caused the incident. http://timesofindia.indiatimes.com/city/kozhikode/Bird-hit-did-not-force-the-aircraft-to- land-say-DGCA-experts/articleshow/17566358.cms Back to Top Lewis-McChord pilot faces charges in death of paratrooper The Air Force is prosecuting a Joint Base Lewis-McChord pilot for a 2011 training accident that led to the death of a Special Forces paratrooper. Capt. Jared Foley faces six months in prison for each of three counts of dereliction of duty and up to one year of confinement for another charge of reckless endangerment, according to an 18th Air Force spokesman. His court-martial is scheduled to begin Tuesday at Lewis-McChord. Foley was the pilot of a C-17 Globemaster III during a daytime training exercise in Montana that went awry when parachutist Sgt. Francis Campion from the West Virginia National Guard landed outside a planned drop zone. The Air Force accuses Foley of recklessly endangering Campion's life on that July 10, 2011, mission by clearing an additional airdrop without gaining approval from his operations command. Campion reportedly was the last one out of the plane during windy conditions. He was supposed to land at Fort Harrison's Marshall Field, but wound up on a roof and fell to his death. At the time, the Lewis and Clark County coroner speculated that a gust of wind caught the chute and dragged Campion off the building. "He wasn't injured upon the impact with the roof, but when he was knocked over and fell off. He had no buoyancy from the chute," Lewis and Clark County Coroner Mickey Nelson told the Helena Independent Record. Nelson further said the parachute was sound. "In my opinion, the chute didn't fail and there wasn't any operator error," Nelson told the newspaper. "He was very experienced. He was doing everything right." Campion, of Holidaysburg, Pa., served with the 2nd Battalion, 19th Special Forces Group of the National Guard. He deployed to Afghanistan in 2008 and received multiple awards and ribbons for his service. Campion was an outdoorsman who earned a degree in environmental studies from Pennsylvania State University Altoona, according to his obituary in the Altoona Mirror. He also was an experienced Army paratrooper in Special Forces airborne units. Foley serves with McChord's 62nd Operations Support Squadron of the 62nd Airlift Wing. The Air Force declined to release information about his service record. Air Force Times reported that Foley has been selected for promotion to major. Air Force prosecutors and Foley's military defense attorney declined to comment through an Air Force spokesman. The Air Force accuses Foley of reckless conduct for his alleged approval of the late jump. His three counts of dereliction of duty are: * Failing to refrain from executing an additional airdrop after passing a drop zone. * Failing to obtain approval to carry out that jump. * Failing to enter accurate data into his mission computer. The 62nd Airlift Wing continually deploys C-17 crews to missions in the Middle East, where pilots deliver troops and supplies to forward bases in a region stretching from East Africa to Afghanistan. McChord Air Field is one of the Air Force's largest hubs for C-17 transport jets, with 51 of the $250 million machines stationed here. The airmen in the 62nd can be tapped to train on joint-service exercises around the country. http://www.thenewstribune.com/2012/12/10/2397162/pilot-faces-charges-in-death- of.html#storylink=cpy Back to Top FAA may ease certification standard to be pilot The Federal Aviation Administration is considering making it easier for military aviators to transition to commercial airlines by lowering the number of required flight hours required for certification from 1,500 to 750. "We believe these pilots can safely apply for a 'restricted privileges' ATP [Airline Transport Pilot] certificate after 750 hours of flight time," FAA spokeswoman Alison Duquette said in an email. "In fact, the majority of military pilots who complete their service obligations will have acquired the 1,500 hours required for an unrestricted ATP certificate." Duquette did not know when the FAA will decide the matter. After years of high operational tempo, multiple deployments and long stretches of time away from their families, Air Force pilots may take a fresh look at joining the airlines if the FAA approves the change, said retired Lt. Gen. Dick Newton III, executive vice president of the Air Force Association. "Many airmen are thinking about - less themselves - but perhaps their families, in my view," Newton said. "This could be an enticement for them to go into the commercial airline industry, perhaps look for a different or a perceived improvement on their quality of life, particularly as it pertains to their family: They no longer would have to move their family from place to place. I think the average Air Force child attends, six to seven, maybe eight schools from K-12." In the late 1980s, several of Newton's Air Force Academy classmates left the service to join the airlines, which were offering high salaries, said Newton, who considered becoming a commercial pilot himself. "There was a slight consideration at one point whether or not to go to the airlines because what the airlines were dangling in the late '80s was a much more expanded airline industry, with a potential graying population of current pilots who had come out of the '50s and the '60s, and now they were dangling huge salaries," he said. "Back then, 'Hey, youngster, come fly for United Airlines and if you get on an international route, you'll end up making $200 [thousand] to $250,000 a year,' which was big money back then." Little concern in Air Force Even if the FAA approves the change, Air Force officials do not anticipate a significant drain on pilots, who are required to spend at least 10 years in the service. "After 10 years on active duty, most mobility and special operations pilots will have at least 2,000 hours of flight time, and this is a conservative estimate," Air Force spokeswoman Lt. Col. Laurel Tingley said in an email. "Fighter pilots accrue hours at a lower rate, but most will be in the neighborhood of 1,300 to 1,500 hours, as well, so lowering the threshold will not likely have much of an impact on aviator retention overall." Still, there has been a historical correlation between Air Force retention and airline hiring, said retired Gen. Bill Boles, who commanded Air Education and Training Command from 1995 to 1997. "But actions and attitudes within the military can influence the degree to which retention is affected," Boles said in an email. "If pilots like what they are doing and feel appreciated, most of them don't care what airlines are doing. If they and/or their families are unhappy, the airlines certainly can be appealing, but they are being 'pushed' out by internal influences rather than pulled by the airlines." In the end, if pilots' families are not happy or satisfied, the pilots will opt to leave the service, he said. Many reasons for families becoming disenchanted with the Air Force are driven by external forces, such as Congress and budget cuts. "I read that the pay system should be changed, that family programs should be trimmed back because corporate America doesn't do that," Boles said. "How many in corporate America spend almost as much time deployed without their family as they do with them? The two lifestyles are completely different, and I worry that those who have never experienced it may drive us over a retention cliff." The FAA's proposed change comes as the Air Force already faces a pilot shortage, especially fighter, attack and bomber pilots, a senior Air Force official told Air Force Times. "The requirement change being looked at by the FAA to reduce ATP from 1,500 to 750 hours is simply a leading indicator that illuminates that they, too, are starting to face a significant pilot short in the near term," the official, who asked not to be identified, said in an email. He was primarily referring to the existing commercial pilot population reaching mandatory retirement age. As defense spending decreases, the Air Force will not be able to offer pilots salaries comparable to the private sector, and that will also entice pilots to leave the service, the official said. But with the days of big salaries for airline pilots long gone and the economy still weak, the airlines may not appear so attractive to Air Force pilots, said retired Col. David Schreier, a former B-52 pilot. Years ago, Schreier was weighing whether to leave Strategic Air Command to join the airlines, he said. "No one is going to tell you money is not important unless they are independently wealthy, but the money we were making was enough," he said. However, Schreier acknowledges that conditions were much different when he was in the Air Force. He wasn't deploying to the extent that airmen do now. Ultimately, he and his wife decided that he should stay in the Air Force because it was where he was happy. "One of the things I tell folks - kids and others, young folks - is no matter where you work, there's things you're not going to like about your job or the company, whatever it is you're working with," he said. "When you get to that point about making a life decision like whether I want to stay for a career in the Air Force or go try something else, you have to decide, 'Do I like the flavor of BS in this organization, am I willing to put up with it, or am I willing to try the flavor of BS in some other organization?' - roughly stated." http://www.airforcetimes.com/news/2012/12/air-force-faa-certification-standard-pilots- 121012w/ Back to Top Pilots needed for FAA research on using weather data in Alaska An aviation weather research project focused on the 49th state will benefit from precise data logged by the thousands of General Aviation pilots flying high in Alaska skies. Alaskan aviators are encouraged to volunteer to be interviewed for the aviation weather project, which aims determine best practices for accessing and using weather data while flying in Alaska. The University of North Dakota and University of Alaska Anchorage are jointly conducting research with funding from the Federal Aviation Administration. The interviews will focus on weather data collected by Alaska pilots during pre-planning as well as in-flight. Here's a little more about the project, thanks to a press release from the Alaska Air Carriers Association: The study focuses on Alaska and builds on work conducted by UND and the University of Alaska Anchorage. Results will be used to develop . . . operational scenarios concerning weather information needs and usage. This will be used for development of a full General Aviation Concept of Operations by the FAA. Interviews will be conducted in Anchorage, Fairbanks, Bethel and Southeast Alaska Dec. 10-20. Volunteers are encouraged to contact Fred Remer with the University of North Dakota Department of Atmospheric Science. Be prepared to discuss your preferred methods for receiving weather data while planning a flight and during the flight itself. Remer can be reached at remer@atmos.und.edu or via cell phone at (701)740-9356. http://www.alaskadispatch.com/article/pilots-needed-faa-research-using-weather-data- alaska Back to Top Back to Top Royal Jet Expansion Set For Early 2013 Royal Jet, owner of the world's largest BBJ fleet, plans to expand its holdings next year, but says it may shop the competition. Royal Jet, the commercial private jet concern owned by the UAE's Presidential Flight Authority and Abu Dhabi Aviation, is planning a major fleet expansion in 2013, the year of its 10th anniversary. A defection by the nine-jet company away from Boeing, given that Royal Jet owns the world's largest Boeing Business Jets (BBJ) fleet-six aircraft- would be a major blow for the U.S. manufacturer. "One of the major activities [for 2013] will be the forward fleet plan," said Shane O'Hare, Royal Jet's CEO. "It will depend on who we choose. There will be a competitive tender. It won't automatically be BBJ. There is quite a lot of competition...[among] Bombardier, Embraer, Boeing, Airbus, and the wider market. We anticipate an announcement in the first quarter of 2013." A major refurbishment program is under way for two of the existing BBJs in its fleet. One is undergoing a $12 million refit at Sabena Technik in Bordeaux, France, and will be ready in January. Royal Jet now has two BBJ bays and one Gulfstream hangar at Abu Dhabi International Airport (ADIA), and a wide-ranging commercial agreement for utility services is in place. A commercial agreement with ADIA for additional hangar space and other new infrastructure tops the company's agenda, O'Hare told AIN. Although it is shareholder policy not to discuss numbers, Royal Jet has enjoyed bumper profitability of late, thought to be in excess of $100 million for FY2011. Full-year profits were up 234 percent on the previous year. "We have nine airplanes, and a profitable business we run efficiently," said O'Hare. "Yields are good, despite the global financial crisis, [but] this year there is more pressure on them. Last year was a clear record, but this year our performance was similar," he added. Royal Jet is now running around one medevac mission a day. Two Gulfstream G300s and a Learjet 60 are well suited to short-haul trips, said O'Hare. "I am very satisfied at the level of business in medevac and corporate travel. The Learjet 60 is perfect, offering low charter rates, at around $6,500 per day." In terms of the UAE and GCC operating environment, O'Hare welcomes the shakeout wrought by the global slowdown. His wish is for a smaller, better organized group of professional operators, whether FBO, charter or medevac, serving the market professionally, safely and at fair prices. Prior to the global financial crash in 2008, he said, the region had an "anything goes" mentality. Many people ordered aircraft, speculated on buying aircraft and slots, and many global companies entered the market. "It was a time when anything was possible," said O'Hare. "Today, the market is starting to significantly mature, compared to two years ago. But I still believe large part of the industry is facing difficulty due to market conditions, and the level of competitiveness. Struggling operators are driving down yields. Unfortunately, weaker players will leave the market. "The customer base is much better informed, and that has created a far more competitive environment," he said. "What we'd like to see is a playing field of well- funded, strong, professional operators in the region, able to deliver safe and reliable service. What we don't want are operators that are sailing close to the wind, and cutting corners, not just blatantly operating illegally, but who cannot afford to pay their bills. They give the industry a bad name." O'Hare is excited about the transfer of the MEBA event to the new venue at Jebel Ali. "[The site] is going through a growth phase, and this will be one of the first opportunities for Dubai Airports to showcase Jebel Ali and [its] future. It is going to be around for a long time. It's the future of Dubai. It's a good idea for MEBA also to move around to different locations. Abu Dhabi has its own executive airport. There are also opportunities for hosting MEBA [there]. "Dubai and Jebel Ali will develop their own specific markets for private jets," he says. "We are not entirely sure of the policy of Dubai International on future aviation for private jets, or the requirement to go to Jebel Ali. I think Abu Dhabi is the same thing. We enjoy good business at ADIA, while Al Bateen [Executive Airport] is a growing business for different reasons. If you have transiting aircraft, you want as much market share as you can get. [Even] Al Ain Airport is a consideration for transiting." Despite the embarrassment of riches, O'Hare sees room for all these airports. "The more infrastructure available for the specific operations of private jets, such as unlimited slots, 24/7 access, close accommodation, fuel and maintenance, the more competitive they will become," he said. Royal Jet is a founding member of MEBA, and it is very important to the company as an organization, O'Hare said. "As a private jet show, it is certainly one of best in the world, up with the NBAA and EBACE. It's a very, very strong show. We see the new location as positive thing." http://www.ainonline.com/aviation-news/meba-convention-news/2012-12-10/royal-jet- expansion-set-early-2013 Back to Top Video: Navy's unmanned X-47B performs taxi tests aboard aircraft carrier X-47B Unmanned Combat Air System X-47B Taxi at Sea The U.S. Navy's X-47B Unmanned Combat Air System (UCAS) demonstrator performed a series of taxi tests on the flight deck of the aircraft carrier USS Harry S. Truman (CVN 75) recently. The Navy uploaded video of the taxi tests to YouTube on Monday. The Harry S. Truman is the first aircraft carrier to host test operations for an unmanned aircraft. Harry S. Truman is underway supporting carrier qualifications. Northrop Grumman Corp. and the Navy conducted the first X-47B "land" catapult launch on Nov. 29. Northrop Grumman is the Navy's prime contractor for the Unmanned Combat Air System Carrier-Demonstration (UCAS-D) program. The land catapult launch test was conducted at a shore-based facility at Naval Air Station Patuxent River, Md. It marked the first of several shore-based catapult-to-flight tests that will be performed before the Navy launches the X-47B from the deck of the Harry S. Truman. X-47B Unmanned Combat Air Systems-Demonstrator. Following the catapult launch, the X-47B conducted a test flight over the Chesapeake Bay near Patuxent River. The flight included several maneuvers designed to simulate tasks that the aircraft will have to perform when it lands on a ship, including flying in a typical ship holding pattern, and executing a carrier approach flight profile. The flight also allowed the test team to gather precision navigation data associated with each of those maneuvers. http://www.examiner.com/article/video-navy-s-unmanned-x-47b-performs-taxi-tests- aboard-aircraft-carrier Back to Top Business Aircraft registered in Middle East to double by 2020 Ali Ahmed Al Naqbi, the Chairman of MEBAA set the tone at the Middle East Business Aviation Conference, today (10th December) by opening proceedings on a positive note, declaring that the regional industry would be worth $1 billion by 2018 and have 1375 registered business aircraft by 2020. His sentiment was shared by Homaid Al Shemmari, Executive Director, Mubadala Aerospace, who said that business aviation would dovetail the expansion of the UAE economy drawing a specific comparison with Abu Dhabi's 2030 strategy that includes the expansion of the emirate's dedicated business airport and investment by Mubadala across the business aviation industry. Organised by MEBAA on the eve of MEBA 2012 and sponsored by Saudi Private Aviation, the conference gathered twenty of the most prominent leaders in business aviation to discuss regulatory issues, safety standards, illegal charter and developments affecting FBOs and OEMs. The second keynote speech was given by Rob Wilson, President of Business and General Aviation at Honeywell Aerospace. As an exclusive to MEBAC, Honeywell predicted the future for business aviation in the Middle East and North Africa, echoing Ali Ahmed Al Naqbi by saying that the region, despite not having local manufacturing, accounts for 5% of aircraft demand. Aside from the keynote speeches, the conference held a series of interactive and open forums, the first focussing on the 'grey market', a term used to describe illegal charter. In this session, the panellists were unanimous and agreed that it is the single biggest problem affecting the development of business aviation in the Middle East. Aoife O' Sullivan of Gates and Partners said that "if a reputable operator leases a business jet for $20,000-$25,000 per hour (Dh73,460-Dh91,825), the grey market will offer it for around $15,000 per hour - that is how bad the problem is." Other panellists, such as Dr Mark J Pierotti, COO for Al Jaber, agreed and said the grey market could account for up to 25% of all movement across the Middle East but because the activity was illegal it was difficult to prove. Speaking on the sidelines of the conference, Ali Ahmed al Naqbi said: "Business aviation in the Middle East is going through unprecedented change. We saw this last week when Dubai World Central announced it would commence business operations from a dedicated VIP terminal at Al Maktoum International Airport. And today we have heard how the Middle East will return to double digit growth. But the demand for business aviation must be matched by greater airport access and safety regulations that are specific to our operations." In this regard, al Naqbi said that: "MEBAC is the only conference that involves the entire value chain and works collectively and proactively with regulators and local governments. It provides a platform of complete impartiality with no commercial motivation and our only objective as organisers; is to understand the problems and issues our members face. To this end MEBAA has listened carefully to the challenges discussed today. Our job is now to mobilise the industry and ensure that words turn into action as we move forward in 2013." Mr. Wajdi A Al Idrissi , Managing Director of Saudi Private Aviation, which was sponsoring the conference added:"Saudi Private Aviation (SPA) took tremendous value from sponsoring the 2nd Edition of MEBAC because it allowed us to connect with the heads of operators, brokers, distributors, FBOs, governments, MROs and manufacturers for a unique opportunity to network and collectively discuss and set common goals for an industry on the march." http://www.ameinfo.com/business-aircraft-registered-middle-east-double-322229 Back to Top Flight training for Apollo: An interview with astronaut Harrison Schmitt As part of the astronaut training of the 1960s, Harrison Schmitt had to go through flight school and learned to fly a number of aircraft, including the T-38. Dr. Harrison "Jack" Schmitt was selected by NASA as a scientist-astronaut in 1965. Unlike the Space Shuttle era, all astronauts at that time had to qualify as pilots. Trained as a geologist and having never flown an airplane before, he joined a class of cadets for the year-long Undergraduate Pilot Training program at Williams Air Force Base. "But being a requirement doesn't mean that you can't enjoy it, and I enjoyed not only the training, but the flying career I had for ten years very much." The syllabus began with small propeller planes, later moving on to jets, including the supersonic T-38 Talon. Schmitt would have a long relationship with the T-38, as NASA astronauts used them for pilot proficiency and travel. He also received helicopter training that was overseen by the Navy. Schmitt eventually flew as lunar module pilot on the Apollo 17 mission in December 1972. During the liftoff from the Moon there was a communications problem, and it was his job to solve it. I spoke with Dr. Schmitt about his experiences learning to fly, and how they impacted his actions during his flight to the Moon. This interview has been condensed and edited for clarity. Jason Catanzariti: Was this something you wanted to do, or did you view flight training simply as a necessary task? Harrison Schmitt: It was clearly a requirement to qualify for spaceflight assignment as one of the original scientist-astronauts. I certainly understood that going in, as did my colleagues. But being a requirement doesn't mean that you can't enjoy it, and I enjoyed not only the training, but the flying career I had for ten years very much. I was very, very impressed with the professionalism of the air training command that existed at that time, and I hope still exists in the Air Force. They really were consummate professionals. JC: They started you in the T-41, the military version of the Cessna 172... HS: It was hardly worth calling it a military version: they just put a T-41 name on it, but it was still a Cessna 172! JC: Then the T-37 and T-38. How was the transition between those aircraft? HS: Well, I don't recall that it was a major jump. In the T-37 your instructor is side-by- side, which makes some difference rather than behind you [as in the T-38]. You're dealing with a significantly higher performing aircraft in the T-38, but on the other hand the T-37 allowed us to get spin training, which was not possible in the T-38. So all in all I thought the transition went fairly well. Mine was interrupted because in a pickup basketball game I broke my elbow. So I had to sit down for six weeks and then catch up again. Although it was not fun to sit and watch everybody else fly, on the other hand they flew me much more frequently to catch up. That makes it a lot more enjoyable, when you can really go through the syllabus much faster than was planned. JC: Do you have any particular recollections of your first solo flights in any of those aircraft? "I've always had the impression that my scientific experience probably made it more difficult to learn to fly instruments." HS: I do, and also of the helicopter that I flew with the Navy down in Pensacola. In each case, in spite of reservations at the beginning of the training program prior to solo - which I think everybody has - by the time I reached that point I certainly felt ready. And I'm sure that was an outgrowth of a very mature training program that the Air Force had put together. So I felt, as I recall, very comfortable about soloing the four aircraft that I ended up flying. I think I particularly had reservations about flying the helicopter after eight hours of instruction. That seemed to be a bigger jump than changing fixed wing aircraft and soloing in those. But the Navy had an excellent syllabus and a very professional approach. JC: Did your background as a scientist impact your flight training? HS: My guess is that it did. But it's hard to separate that from being ten years older than the other people that were in pilot training, and potentially not having quite as flexible a mind as they did. But I've always had the impression that my scientific experience probably made it more difficult to learn to fly instruments. I don't think it had any effect on flying per se, but flying the instruments requires you to not focus on any one thing more than a second or two. Whereas in science, particularly in the fields of science I've been in, you tend to focus on one item until you've understood it and then you go on to the next. I think that contrast in discipline was probably a negative aspect of learning to fly instruments. I never felt uncomfortable flying instruments, but learning that very rapid scan was a new skill set that I had to master. You can't just ignore one instrument and focus on another. I think being willing to accept whatever risks exist is something you have to be willing to do when you take up flying. But as a field geologist in many out of the way places I guess I had learned to accept the risks of my profession. JC: When you flew the T-38 with other astronauts did you tend to fly back seat or front seat, or did it depend on the person you were flying with? HS: An awful lot of my flying was solo. Whenever we needed to fly together we usually worked out that on the outbound leg one would take the front seat and maybe the other would get instrument time in the back seat, or vice versa. You're always trying to get instrument time because there was never enough weather, actual real weather, to fill the requirement for instrument time every six months. We not only traded off on who flew under the hood [on instruments, with no outside visual references], but I would go out on weekends and look for weather, just to fill that proficiency. JC: During the ascent from the Moon on Apollo 17 there was a temporary loss of communications. You handled that in a businesslike manner, much as one would in an aircraft. Do you have any recollection of how you were feeling at the time? "I am a great advocate of all astronauts-scientists, engineers, what have you-having a base of flight instruction. I really think that there are many, many benefits of having that kind of experience." HS: The whole training was focused on being able to operate the spacecraft without communications. We were basically monitoring what the computer was doing versus what the flight instruments were telling us, and comparing that profile with what we expected. So communications were not absolutely necessary. The main thing you wanted them for was in case there was a cabin leak that they could pick up, or that the engine was not performing as they expected, etc. We were not getting that, although they were hearing everything we were saying, as I recall. The planners-including ourselves-missed it, but they had a ground station handover right at the instant of our liftoff. And that handover didn't go well. All we had from the ground was a lot of static. I was continually trying to get the high gain antenna in an optimum position to pick up a signal. Well it turns out there wasn't a signal to pick up. JC: Do you recall any anxiety? HS: It was my job to try to restore communications if I could, and I just kept working the problem. I was also monitoring the abort guidance system, comparing it with what the primary guidance system was telling us was happening. Those were our two main references. They were in continuous agreement, so there was no reason to be concerned about the rendezvous sequence. JC: Do you still fly today, or is that something you've left behind? HS: I left it behind. I was getting involved with management and then I got into politics. I always felt that I needed to be flying a lot in order to maintain proficiency at the level that I wanted to maintain it. So when it became clear that I was not going to be able to do that, and flying was no longer a part of my profession, I decided that discretion was the better part of valor and that I should probably not continue to fly. I am a great advocate of all astronauts-scientists, engineers, what have you-having a base of flight instruction. I really think that there are many, many benefits of having that kind of experience. It carries through to the discipline you need to have in operating in space. As Deke Slayton [Director of Flight Crew Operations during the Apollo program] often said, the airplane is our only dynamic simulator. If you make a mistake you've got to get out of it, or solve the problem. You can't reset the computer. I have, for forty years, tried to convince NASA that they should not have given up pilot training for all astronauts. The new astronauts, if they're not professional pilots, do get a significant amount of back seat time, but it's not the same. You need that command responsibility. I would hope that when we have a more dynamic space program than we have right now and really focus on deep space exploration, that the agency that does that. I hope NASA realizes that it is very important and much more efficient in terms of other training to have that flight experience shared by everyone. JC: You seem to be saying that flight training transfers to other aspects of training. Is that fair to say? HS: It definitely does. The best example I have of that is helicopter training. The more time I was getting in the helicopter, the better I could fly certain aborts that might result from an under-burn while going into orbit around the Moon. In that situation you have all the spacecraft docked, and may have to use the lunar module engine to get out of lunar orbit. And you don't have enough time to do anything more than establish error needles to fly, and with a major offset in the CG [center of gravity] of the combined spacecraft that is a challenge. It's a hand-eye coordination challenge that I felt was significantly enhanced by staying very, very current in the helicopter. JC: I hope it was a bit different for you to talk about flying today rather than just your lunar visit. HS: I enjoyed flying very much. I did a lot of it, and I think it was a very important part of the Apollo program, both from a systems and an operational point of view. http://www.thespacereview.com/article/2199/1 Back to Top General Aviation Flight Data Monitoring Survey The below link will take you to a survey that contains 18 questions (requiring approximately 5 minutes to complete) developed as part of a grant from the FAA ASIAS (Aviation Safety Information Analysis and Sharing) through the Center for General Aviation Research concerning Flight Data Monitoring in general aviation. The purpose of the survey is to evaluate the familiarity and perceptions of the general aviation community concerning Flight Data Monitoring capabilities and objectives. If you operate an aircraft that has flight data recording capabilities (such as those equipped with the Garmin G1000 Data Logger) and wish to contribute de-identified flight data to a national database, or have an interest in the topic please contact Dave Esser at esserd@erau.edu . Thank you for your participation, David A. Esser, Ph.D. To take the survey please click on the below. https://www.surveymonkey.com/s/GAFDM Curt Lewis