Flight Safety Information December 20, 2012 - No. 254 In This Issue FAA Pressured To Give E-Readers A Pass During Takeoff, Landing FAA Addresses Power Malfunction for Gulfstream Jets Occurrence reporting in civil aviation (Europa Press Release) Finally, an Independent Study of the Health Effects of Airport Scanners Libyan carriers still banned from EU skies State Civil Aviation Administration of Azerbaijan joins meeting of IAC At last, govt admits gap in aviation radar coverage (Nigeria) Airport-baggage thief slow to learn his lesson PROS IOSA Audit Experts Real or fake: airlines that sound too bizarre to be true DVB Bank, world's largest aircraft financier drags DGCA to court (India) Allegiant Travel To Buy 9 Used A320 Aircraft Boeing boosts airplane wi-fi with potatoes Parks College of Engineering, Aviation and Technology Names Distinguished Professor of Mechanics EASA - CAAS Foreign Air Operator Ramp Inspection Seminar SpaceShipTwo straps on its engine FAA Pressured To Give E-Readers A Pass During Takeoff, Landing The Federal Aviation Administration is under pressure to allow more widespread use of e-readers on commercial flights - including during takeoff and landing. (NPR.org) - As the holiday travel season approaches, the Federal Aviation Administration is under pressure to allow more widespread use of e-readers on commercial flights. Passengers can now use devices such as Kindles, iPads and Nooks while in flight, but not during takeoffs and landings. The FAA says it is studying the matter, but the chairman of the Federal Communications Commission and a U.S. senator say it's time to act. If you've flown in recent years, you've heard the flight attendant announce that it's time to stow those portable electronic devices - anything with an on or off switch must be turned off. And if you fly frequently, like Sen. Claire McCaskill, D-Mo., you hear it a lot. Even the flight attendants get tired of saying it, she says. "Many flight attendants have expressed frustration at how much time they spend on, 'Turn it off. We're about to land. Turn it off. Have you shut that down? Have you really shut it down? Sir, I've asked you to shut it down.' I think they are frustrated with that," she says. So McCaskill - mindful of the frustrations of flight attendants and passengers alike - recently wrote the FAA, urging that it allow the use of portable electronic devices for "the full duration of the flight." McCaskill says the FAA's current policy on e-readers and the like is anachronistic. "We really don't have any factual basis to support that they are a safety concern," she says. "I'm big on getting rid of regulations that make no sense, and I think this is one. ... It's just time we take a really close look at it." We're not talking about cellphones here. Those are transmitting devices, and no officials are calling for their use just yet. McCaskill's isn't the only letter the FAA has received of late urging action on e-readers. FCC Chairman Julius Genachowski wrote the FAA earlier this month, pointing out that mobile devices are "increasingly interwoven in our daily lives," that they are helping drive economic growth and boost U.S. competitiveness. The two agencies are working together to study the safety of the devices. Commercial pilot Patrick Smith, who writes the Ask the Pilot blog, says the safety issue is more about physics than electronics. "As I understand it, any electronic interference that can be caused by these devices is really negligible to beyond negligible, and all along it's been more about them being a piece of hardware and a potential projectile - not about interference," he says. Smith points out that a number of airlines are now allowing pilots to use e-devices in the cockpit in lieu of those traditional big black bags of manuals and publications. But another pilot, Kevin Hiatt, who heads the Flight Safety Foundation, says the FAA, while moving slowly on the issue, is right to be cautious. He says there are many different types of devices, as well as many different types of aircraft, so the agency has no choice but to conduct thorough testing. "The concern is that we don't know with the Kindle or the iPad or the Nook or any of those types of devices just exactly what they might be emitting. Have they been turned off or turned on for airplane mode?" he says. "And the other part about it is: Have they been damaged? Sometimes when you damage one of those types of devices, it then alters the way it works and then it might be sending out something that nobody knows how it would affect the cockpit." But critics of the FAA's go-slow approach say there has been thorough, if unofficial, testing by passengers who either mistakenly or intentionally fail to turn off their devices when told to do so by flight attendants, without ill effect. The FAA would not comment for the record, but officials say they are bringing together all the stakeholders, from flight attendants to manufacturers, to figure out how to go forward. McCaskill says if the agency doesn't adopt what she calls common-sense changes soon, she is ready to introduce legislation to force it to act. http://www.npr.org/blogs/itsallpolitics/2012/12/20/167639095/faa-pressured-to-give-e- readers-a-pass-during-takeoff-landing Back to Top FAA Addresses Power Malfunction for Gulfstream Jets FAA published an airworthiness directive requiring a modified system power-on self-test (SPOST) of the flap/stabilizer electronic control unit (FSECU) on Gulfstream G350 and G450 aircraft. The agency said a software glitch in the procedure for power-on testing could possibly lead to the uncontrolled movement of movable panels located at the rear of the wings. This is the result of the FSECU executing the SPOST before power becomes available, which means the testing of the software that recognizes a runaway stab and stops it from happening wasn't taking place. A spokeswoman for Gulfstream said the company discovered the problem internally, and has come up with a new manual power-on testing procedure that avoids the software glitch. "There's a self-test that occurs to make sure the software works. That test was occurring earlier than it should have, before power was available," said Heidi Fedak, spokeswoman for Gulfstream Aerospace. Fedak said Gulfstream will eventually release a software update to address the problem, but for now G350 and G450 pilots will perform the power-on testing manually. FAA's directive indicates flight manual revisions were distributed earlier this month. http://www.aviationtoday.com/av/commercial/FAA-Addresses-Power-Malfunction-for- Gulfstream-Jets_78078.html Back to Top Occurrence reporting in civil aviation (Europa Press Release) Reference: MEMO/12/1008 Event Date: 19/12/2012 Brussels, 19 December 2012 Occurrence reporting in civil aviation * Above 820 million passengers were carried by air in 2011 in the European Union1. * Air transport is one of the safest forms of travel. However, while the accident rate has remained more or less stable since 2004, the traffic is expected to almost double by 20302. This could involve an increased number of accidents and related fatalities * The EU is therefore faced with a significant challenge if it wants to continue protect its citizens and to be the world leader in aviation safety as expressed in the Transport White Paper3. 1. The current aviation safety system The current aviation safety system is primarily a reactive system relying on technological progress, the adoption of legislation overseen by effective regulatory authorities, and detailed accident investigations leading to recommendations for safety improvements. However, whilst the ability to learn lessons from an accident is crucial, systems which are essentially reactive are showing their limits in being able to drive further improvements in the accident rate. In the Communication on "Setting up a Safety Management System for Europe"4 the Commission underlined the necessity to move from the mainly reactive current system towards a more proactive system that attempts to foresee and prevent accidents based primarily on the collection and analysis of data. The proposed Regulation on occurrence reporting in civil aviation is the core element of such a transition as the effectiveness of a proactive system greatly depends on the ability to systematically analyse all available safety information, including information on civil aviation "occurrences". An occurrence is any type of event significant in the context of aviation safety such as, for example, a near collision between two aircrafts. 2. What is the problem? The European Union and its Member States are not currently set up to use the widest possible range of data to prevent accidents and to address the risks to aviation safety in a systematic manner. This is caused by a number of elements. * Firstly, whilst data is vital to identify safety hazards, there is not sufficient awareness of all safety occurrences. This situation is partly due to the fact that individuals are sometimes afraid to report mistakes they may have made or contributed to (the "Just Culture" issue). The insufficient clarity in occurrence reporting obligations and in the flow of information also contributes to the insufficient collection of occurrences. * Secondly, occurrence data integration is not harmonised among Member States and it is relatively unstructured, causing sometimes poor quality of information and incomplete data. This situation affects the consistency and the usefulness of information and limits its use for safety purposes. * Thirdly, the current EU legislation does not indicate how Member States should use the occurrences collected for contributing to the improvement of safety. In addition, the exchange of information between the Member States is limited and important pieces of information are not accessible. This may in some cases mean that Member States are not able to exercise a full effective oversight of their airspace. This situation is notably due to the fact that Member States' access to the European Central Repository (ECR), which contains all occurrences collected in the European Member States, is limited. In addition, the safeguards are insufficient regarding the use of the information collected. 3. The Commission's proposal In order to better protect European citizens, the Commission is proposing an ambitious and comprehensive set of rules to move from a principally reactive towards a more proactive and evidence based aviation safety system. To meet this challenge, the Commission proposes in particular the following elements: * Establishing the appropriate environment to ensure that all occurrences which endanger or could endanger aviation safety are reported and collected. In order to achieve a better reporting of occurrences, the Commission proposal includes provisions ensuring the setting up of an appropriate environment to encourage aviation professionals to report safety related information by protecting them from punishment except in cases of gross negligence. It also ensures that the scope of mandatory reporting covers major potential risks and that the appropriate means to capture any safety threat are established with the establishment of voluntary reporting schemes. * Clarifying the flow of information The proposal takes into account the development of safety management processes within the industry and details the flow of information from the individual to the European Central Repository. * Improving the quality and completeness of data The proposal includes a number of provisions aiming at improving the quality and the completeness of occurrence reports and therefore enabling a better identification of key risk areas and of the need for action to be identified. * Better exchange of information The Commission proposal addresses the need for better exchange of information between Member States by granting Member States access to safety data about occurrences which took place in their airspace but were reported and assessed by another Member State Authority. * Better protection against inappropriate use of safety information The proposal ensures that the information collected is not just guaranteed to be held confidential, but also can only be made available and used for the purpose of maintaining or improving aviation safety. The proposal also attempts to diminish the negative effect that the use of such data by judicial authorities may have on aviation safety by the obligation to adopt provisions which aim at finding the right balance between the two public interests at stake: justice and aviation safety. * Better protection of reporter to ensure the continued availability of information The proposal strengthens the rules related to the protection of the "occurrence reporter" to ensure that people are confident in using the system and that appropriate safety information is reported. In that perspective, the text reaffirms the obligation to disidentify occurrence reports and limits the access to fully identified data only to certain persons. The rule establishes that employees shall not be subject to prejudice from their employer on the basis of the information reported, except in cases of gross negligence. Organisations are also asked to adopt a policy describing how the employees' protection is guaranteed. Finally, national bodies are established allowing employees to report infringements to the rules which guarantee their protection, and penalties should be adopted where appropriate. * Introduce requirements on information analysis and adoption of follow up actions at national level The proposal imposes new requirements which transpose the rules related to the analysis and follow up of occurrences collected as agreed in the context of the International Civil Aviation Organisation, into EU law. Organisations and Member States are required to analyse the information collected through occurrence reporting systems in order to identify safety risks and to take actions in order to remedy any safety deficiency identified. The effectiveness of these actions in terms of safety improvement shall be monitored and additional actions taken if necessary. * Stronger analysis at EU level Analysis at EU level will complement what is done at national level, notably by the identification of possible safety problems and key risk areas. The common EU risk classification scheme will support this task by classifying all occurrences collected by Member States in a harmonised manner. The European Aviation Safety Programme and the European Aviation Safety Plan will both benefit from the analysis and activities performed by the Network of Aviation Safety Analysts. * Improved transparency towards the general public The proposal, while respecting the necessary confidentiality of certain information, brings more transparency to aviation safety for the general public by the publication of annual safety reviews containing information about actions taken in application of this regulation, trends and aggregated data. 4. What are the benefits expected by this proposal? The Commission expects that this proposal will contribute to avoid aircraft accidents to occur and therefore better protect air passengers in the European Union and beyond. In addition, the Commission expects this proposal to bring economic benefits to the whole aviation community. Indeed aircraft accidents are very costly at many different levels and the Commission believes that the investment in safety management systems to prevent accidents will be offset by the reduced cost flowing from fewer accidents. 5. What are the next steps? The proposal must be approved by both the European Parliament and the Council (Member States) before becoming European legislation. Once approved, the Regulation will become directly applicable in all Member States as national law. More information: IP/12/1406 http://ec.europa.eu/transport/modes/air/safety/index_en.htm http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=CELEX:52011DC0670:EN:NOT ******* http://europa.eu/rapid/press-release_MEMO-12-1008_en.htm Back to Top Finally, an Independent Study of the Health Effects of Airport Scanners After a long debate, the safety question will be answered -- by Science. Last year, ProPublica reported that airport "backscatter" machines -- the controversial imaging devices that x-ray the human bodies that pass through airport security checkpoints -- might be more dangerous than the Transportation Safety Administration has led us to believe. Because of their use of ionizing radiation, the investigative news outfit noted, "anywhere from six to 100 U.S. airline passengers each year could get cancer from the machines." The TSA responded to this by claiming that the radiation each machine emits is "negligible," citing several studies to that effect. The agency then, however, moved to replace 91 of the backscatter machines with devices that rely on low-energy radio waves, or "millimeter waves" -- devices that are supposedly safer than their x-ray-using counterparts. So, wait: Are the backscatter machines safe, or not? Should we be opting for pat-downs, or not? Questions like that, so far, have been answered -- "answered" -- by a long, unsatisfying game of "He Said, TSA Said." In a November 2011 hearing of the Homeland Security Committee, TSA Administrator John Pistole agreed to initiate an independent study on the health effects of backscatter machines. About a week later, though, Pistole told the Senate Commerce Committee that a then-forthcoming report by the Department of Homeland Security's Inspector General would be a sufficient substitute for an independent study. And the matter was left, frustratingly, at that. So in May of this year, Susan Collins, the ranking member of the Senate's Homeland Security Committee, authored a Senate bill provision that would require an independent study of the backscatter machines. A truly independent study. And, late last night, Collins made an announcement: The TSA has agreed to contract with the National Academy of Sciences to study the health effects of the radiation delivered by the backscatter machines. Yes. YES. The agency, Collins said in a statement, "has heeded my call to commission an independent examination into the possible health risks travelers and TSA employees may face during airport screenings." In other words: We might finally get a (reasonably) definitive and science-driven answer to the nagging question of airport scanner safety. According to the DHS contracting notice dug up by Politico Pro: The Department of Homeland Security, Office of Procurement Operations (OPO), Washington, DC intends to award a sole source contract to the National Academy of Sciences pursuant to FAR 6.302-1 to convene a committee to review previous studies as well as current processes used by DHS and equipment manufacturers to estimate radiation exposure resulting from backscatter x-ray advanced imaging technology (AIT) systems used in screening air travelers and provide a report with findings and recommendations on: (1) whether exposures comply with applicable health and safety standards for public and occupational exposures to ionizing radiation, and (2) whether system design (e.g., safety interlocks), operating procedures, and maintenance procedures are appropriate to prevent over exposures of travelers and operators to ionizing radiation. This study will not address legal, cultural, or privacy implications of this technology. It's worth repeating: This study will not address legal, cultural, or privacy implications of this technology. The privacy concerns -- the considerations that have been even more controversial than the machines' health effects -- won't be studied here. That's another question, for another day. But the fact that there will be a health-focused study, and the fact that it will be run by the NAS, is good news -- for science, for straight talk, and for anyone who has walked through an airport body scanner and wondered, "Is this really safe?" http://www.theatlantic.com/technology/archive/2012/12/finally-an-independent-study-of-the- health-effects-of-airport-scanners/266406/ Back to Top Libyan carriers still banned from EU skies Libyan carriers won't be landing in the EU until Spring 2013 at earliest Libyan airliners and flight crew are still banned from EU airspace, according to the latest report from Brussels. Despite noting the progress made by the Libyan Civil Aviation Authority (LCAA), the European Commission's Air Safety Committee, with the approval of LCAA, has just announced that it is keeping the ban in place into 2013. The Air Safety Committee's report pointed to continuing safety concerns, despite saying it was encouraged by: "The sound plan of the LCAA to address the safety deficiencies in their aviation system, the realistic timescales for actions, and the progress made to date." However, Alan Mates, Head of Operations for Afriqiyah Airways in the UK, told Libya Herald that the real cause is paperwork problems dating back to 2007. "There are no safety issues with the aircraft themselves," he said. "it's purely a record-keeping problem." "There were certain shortfalls in record-keeping, going back to 2007," Mates explained. "Under international aviation law, there is a requirement that all the technical records from the aircraft are filed and updated with the CAA in the registered country and this wasn't done." The ban should have been lifted by the end of November, at the Air Safety Committee's biannual meeting. However, Mates said: "There were several points that they weren't entirely happy with and they put an extension on the ban, possibly until the end of the winter flying season, which is the end of March." Dale Kidd, Press Officer for Transport at the EU, confirmed that the next meeting of the Air Safety Committee will be in Spring 2012, with the outcome due to be announced in April. Until then, Afriqiyah and Libyan Airlines are forced to continue 'wet-leasing' aircraft to service their current EU routes. Wet-leasing means that aircraft, along with flight and cabin crew, are leased from another airline. Libyan Airlines are currently wet-leasing two Airbus A320s from Tunisia's Nouvelair and Afriqiyah Airways are wet-leasing an Airbus A320 from Air Moldova. The ban is not just on Libyan aircraft landing in the EU but also extends to flying through EU airspace. This has forced Afriqiyah to fly a dog-leg between Tripoli and Istanbul via Alexandria, adding an hour extra flying time onto the journey. The report said that the LCAA would retain the current restrictions on Libyan air carriers' operations into the EU: "Until such time as a full five stage recertification has been completed and any significant findings closed, following which, and in agreement with the Commission, individual air carriers could be permitted to recommence commercial flights to the EU, Norway, Switzerland and Iceland." The LCAA told the Air Safety Committee that: "The recertification process is planned to be completed in the case of Libyan Airlines and Afriqiyah by December 2012 and for the remaining air carriers by December 2013." This has clearly not been achieved, despite continuing safety checks and staff training. Mates said: "all Afriqiyah flight crews have been rechecked and revalidated using facilities in Tunisia, Cairo and Jordan, and locally at Gatwick. The pilots are fully competent to fly." He added that the Afriqiyah aircraft have been checked by Airbus engineers themselves, by Air France, Lufthansa and Air Malta. "They've all been examined and passed as airworthy." http://www.libyaherald.com/2012/12/19/libyan-carriers-still-banned-from-eu-skies/ Back to Top State Civil Aviation Administration of Azerbaijan joins meeting of IAC Delegation of the State Civil Aviation Administration of Azerbaijan attended the 33rd session of the authorized representatives of the states - members of the Intergovernmental Agreement on Civil Aviation and Airspace Use, AzerTAj reports. Chairperson of the Interstate Aviation Committee (IAC) Tatiana Anodina briefed the Council on the implementation of international agreements in the interests of the states-members of the Agreement on Civil Aviation and Airspace Use. The agreements concern security of flights and cooperation with international organizations. The session focused on issues related to the safety of civil aviation flights of the members of the Agreement and the analysis of the causes of accidents that occurred in 2012. The session also highlighted the effectiveness of the Agreement between IAC and European Aviation Safety Agency (EASA) in the certification of aircraft. Council members were briefed on IAC- ICAO Cooperative Development of Operational Safety and Continuing Airworthiness Programme (COSCAP). It was decided to continue the practice of expanding the project's topic in subjects related to the implementation of the strategic objectives of ICAO in enhancing global aviation safety and security of international civil aviation. Council members approved a plan for realization of the ICAO-IAC project in 2013. The Interstate Aviation Committee is an executive body overseeing the use and management of civil aviation in the Commonwealth of Independent States. The IAC was established in 1991, when 12 states of the former Soviet Union signed the Intergovernmental Agreement on Civil Aviation and Use of Airspace, which was signed in Minsk, Belarus on 25 December 1991.The committee is headquartered in Yakimanka District, Central Administrative area, Moscow, Russia. As of 2011 Tatiana Anodina is the director. The Air Accident Investigation Commission of the IAC regularly investigates plane crashes in the former Soviet republics. States served by the IAC include Azerbaijan, Armenia, Belarus, Georgia, Kazakhstan, Kyrgyzstan, Moldova, Russia, Tajikistan, Turkmenistan, Ukraine, and Uzbekistan. At one time Estonia and Latvia had observer status to the IAC. http://news.az/articles/economy/74042 Back to Top At last, govt admits gap in aviation radar coverage (Nigeria) Air controllers seek emergency declaration on air communication system The Federal Ministry of Aviation has admitted that the country's radar and airport security systems have become a challenge to air safety in the country. Already, the nation's Air Traffic Controllers (ATC) have called for a national emergency over the country's parlous communication facilities as a foil against further air disasters. Indeed, Aviation Minister, Stella Oduah-Ogiewonyi expressed concern over the state of the country's radar system and security at the nation's airports. The Minister, in a meeting held with airline operators and aviation agencies' chiefs in her office in the late hours of Tuesday, a source that was at the meeting told The Guardian that Oduah- Ogiewonyi was not too pleased with the functionality of the multi billion naira total radar coverage of Nigeria (TRACON). The Minister was also said not to be too pleased with the 64 million euro system that is said not to cover wider range for aircraft surveillance and monitoring, particularly in the Niger Delta area. The meeting, which started at 7pm on Tuesday and ended at 2am on Wednesday, also discussed various issues affecting the industry as she also sought the input of airline owners to the precarious situation in the industry. The President of National Union of Air Transport Employees (NUATE), Muhammed Safiyanu had in July petitioned the Minister stating that the provision of Controller-Pilot-Data-Link Communication (CPDLC) would have been a remedy to this "unfortunate dark spot situation" the country had found itself. The situation, according to him was so bad that often times, airplanes enter the Nigerian airspace without the knowledge of air traffic controllers, adding that, "at other times, they (controllers) only get to know of such flights through telephone calls from their counterparts in Nigeria's friendly nations". Apparently to avoid running into trouble with the aviation authorities over an open declaration that the country's airspace was no longer safe for them to overfly, all the major foreign airlines had quietly refrained themselves over-flying the country's airspace from South Africa to London, France, Namibia to Frankfurt and from other countries. According to them, the country's airspace is dotted with moribund communications gadgets (visual and voice) such that air traffic controllers and pilots now have extreme difficulty in reaching one another. Spokesman for the Nigerian Airspace Management Agency (NAMA), Supo Atobatele said, "We run a system and there is no system without occasional challenges and these are being addressed. The Federal Government is helping to finance the N400 million total VHF Radio Coverage of Nigeria. This project has been completed and our engineers and contractors are working round the clock to fine tune the equipment for optimum operation". "The set back in the improvement of the Nigerian airspace safety cannot be measured in terms of monetary figure. The safety risks have severely increased for long". A seasoned aircraft pilot, Captain Benson Ikponwosa, had on Monday week, in an interview with a television station, carpeted the inefficiency of air traffic management in the country, adding that lack of the serviceability of radio communications had fully not been resolved. The captain admitted that there were black spots in the airspace which makes pilot to air traffic controller communication very difficult during flight operations. He called on the NAMA, the Federal Government to speedily come to the rescue of passengers, crew and equipment in the provision of basic aviation safety tools. But in his reaction, the Managing Director of NAMA, Nnamdi Udoh had consistently maintained that the nation's airspace is safe. Udoh said that the agency recently integrated some stations with state of the art radio communications, while the agency had long restored the Kano Area Control Centre (ACC) radio communication frequencies - 124.1MHz and 128.5 MHz sectorised East and West respectively that sometimes deteriorated in quality and reception thereby making pilots/controllers communication terribly bad. In short, pilots and controllers had hardly received or communicate to each other within the Flight Information Region (Kano FIR). Experts had raised concern over the system and called on the Federal Government to perfect the shortcomings in the air safety equipment. The call by air traffic controllers was made later after their assessment of the radio communication system for the country's airspace, which it described as, "inefficient". The President, NATCA, Victor Eyaru explained that the communication problem with the radio has existed for three decades, and the solution to the problem has overwhelmed the agency overtime. He expressed sadness that the NAMA management expended over N400 million for the total VHF coverage project even as the agency has bought personalized headsets of over N400, 000 each. The statement reads: "If all operational Air Traffic Controllers, who are members of NATCA, through their daily loggings, are saying the communication equipment available to them should be improved upon to avert impending air disaster are termed as alarmists and saboteurs, then, the system needs a curative measure fast." The statement further stated: "All the claims of NATCA on the issue on the precarious state of VHF radios used by the two Area Control Centres in Kano and Lagos are verifiable facts and NAMA management attested to this by saying that it has challenges in solving the radio problem. "It is also a fact that over the years, huge sums of tax payers money have been expended on the communication projects without noticeable improvement. Over Four Hundred Million Naira (N400m) Total VHF coverage project that started about four years ago as the solution to the radio problem is now completed but of no effect", it added. Meanwhile, the management of NAMA, who stated the on going effort to the Lagos Area Control Centre by deploying 120.9MZH, said: "what we demand from the controllers is co operation to achieve this drive as a recent test run of the frequency by both controllers and engineers proved successful". It noted that over 300 controllers had so far been trained this year to enhance productivity and is on record that this group enjoys upmost priority in the scheme of things, particularly training in the agency. According to NAMA, the federal government had expended more than N15 billion on various capital projects at NAMA covering AIS automation,World Geodectic Survey (WGS-84),TRACON and VHF radio coverage among other safety critical projects to boost air safety in Nigeria. http://www.ngrguardiannews.com/index.php?option=com_content&view=article&id=108180:at- last-govt-admits-gap-in-aviation-radar-coverage&catid=31:business&Itemid=562 Back to Top Airport-baggage thief slow to learn his lesson As he spends the next two years in a cell at the North Central Correctional Institution in Marion, inmate Michael White will have plenty of time to ponder the wisdom of returning to the scene of his crimes over and over again. Police at Port Columbus have arrested the Columbus resident six times over the past decade for stealing luggage from the airport's baggage carousels. White's modus operandi was strikingly similar in each instance and is well known to police. "He comes in, walks up to the bag belt, grabs a bag and walks out," said Sgt. Troy Mills of the Columbus Regional Airport Authority Police Department. White was first arrested by the airport's police in 2003. The most recent arrest was in May for stealing a knapsack and suitcase. White, 48, who pleaded guilty to the most recent charge, was sentenced to two years in prison. He served time after three of the previous arrests at the airport, Mills said. After swiping a bag or two, White would head for the COTA bus stop, where airport police have arrested him more than once, Mills said. They also have arrested White in the baggage terminal. He was once arrested after airport police were contacted by a pawn shop, where White was trying to sell a camera that was in a bag he stole from the airport, according to airport police. White was represented by public defender Thomas Lininger after his latest arrest. "Our policy is we don't comment," Lininger said. The Dispatch attempted to contact White through the Ohio Department of Rehabilitation and Corrections, but he has not responded. This type of repeat criminal behavior at the airport by an individual is very unusual, Mills said, adding that he can't recall a similar case. Over the years, White became a familiar face to airport police and employees."Everyone who works at the airport knows everyone else, and if something like this goes on, people tend to remember and call us when they see him," Mills said. "All our officers know (White) and recognize him," Mills said. This is exactly what happened in May. According to a police report, an officer passing by the COTA bus stop near the McDonald's restaurant at the airport recognized White, and noticed he had a knapsack and suitcase with him. White was questioned at the scene and arrested. Surveillance video later confirmed White had taken the two bags, Mills said. Theft of luggage from the airport's baggage carousels is rare, Mills said, adding there have been two other instances this year. "In one case, we recovered the bag, but the victim declined to prosecute," he said. "The second case remains unsolved with no suspects." What happens more frequently, he said, is passengers mistakenly grab a bag that looks like theirs and don't discover the mistake until they get home and open it. Because so many bags look alike, and so many are rectangular, black and have wheels, Mills said, passengers may not immediately notice if someone walks off with their bag. The best way to protect your bags, Mills said, is to put some type of distinctive tag or mark on them. "Then, get to the baggage carousel right away, as the bags are coming down," he said. "And don't let your bags go around without spotting them." http://www.dispatch.com/content/stories/business/2012/12/20/airport-baggage-thief-slow-to- learn-his-lesson.html Back to Top Back to Top Real or fake: airlines that sound too bizarre to be true Kulula A passenger stands next to Eva Airlines' self check-in counters, which are decorated with Hello Kitty motifs, in Taoyuan International Airport, northern Taiwan. Germanwings With so many bucket airlines out there today, how do you know if the deal you just got on a ticket is actually from a legitimate airline? Across the Internet it's easy to find people who have been scammed by fake airlines. In August a U.K.-based group calling itself Fair Airways that claimed it had flights to more than 36 countries yanked its website after first trying to collect $100 from potential cabin crew and staff. Sunrise Air, founded in 2010, is a legitimate airline that provides charter flights in and out of Haiti, while Sunrise Airlines, established in 1992, is a business-jet charter operator out Taiwan. But a few years ago, Sunrise Airlines a new "startup airline" based in Hungary raised suspicions after it presented itself as a new budget airline on a now defunct website. Odd airline names or weird-looking aircraft designs don't mean carriers aren't smart choices to fly on. A large part of being a smart consumer is knowing where to find out about smaller airlines before you purchase your ticket. The good news for consumers is that Department of Transportation tells FoxNews.com they rarely receive complaints that sellers of air transportation are not legitimate operators. Still it never hurts to do your homework. FoxNew.com turned to travel writer and expert Lee Abbamonte, the youngest American to visit every country in the world, to give us his insights into a few lesser-known airlines. Kulula Airlines If you're like me and not familiar with foreign airliners you might think Kulula flies to Hawaii, but you would be wrong. This low-cost airliner has been flying for more than ten years across South Africa. Its main destinations are Mauritius, Namibia, South Africa, Zambia, and Zimbabwe, but it may be best known for its sense of humor. "Kulula is a fun airline. Its planes are a funky neon green, and it's really cheap for getting around South Africa," said Abbamonte. Kulula often catches people's attention with its unique planes. Its hard to miss their "flying 101" Boeing fleet, which details the parts of the plane in a tongue and cheek way. For the front door you'll read "our door is always open unless we're at 41,000 feet" and for the logo you may blush reading: "the mile-high club initiation chamber." Kulula also has a humorous line of planes with the message "this way is up" accompanied by several arrows just in case the pilot forgets which way to direct the plane. The humor follows travelers inside the aircraft. Kulula's flight attendants and pilots are known for their funny one- liners during safety instructions like, "There may be 50 ways to leave your lover, but there are only 4 ways out of this airplane" or "Please note we do not accept unwanted mother-in-laws or children." Abbamonte says he would recommend Kulula because it's a top budget airliner in South Africa and in his experience offered better deals than its competitors. However, Kulula does not have very good customer reviews on its Facebook page. There are complaints of poor service, constant delays, missing baggage, and flight cancelations. These problems arise on every airline, but its something to keep in mind when booking a flight. Abbamonte notes that cancellations on budget or smaller airlines are often due to a lack of ticket sales to more remote locations. As for safety on Kulula, it shouldn't be a concern with their brand new fleet of Boeing 737-800s and a partnership with British Airways. The airline has a good track record with no crashes since its been operating according to airline research company Air Valid. Kulula is also the only South African airline accredited with by the IATA Operational Safety Audit, an international program that enforces rigorous airline safety standards. EVA Air Hello Kitty Jet Many who see this aircraft might not think it's a real plane, but it's actually a very popular flight in Asia. Think pink everywhere with the cute Hello Kitty cartoon character plastered on everything from the plane's exterior down to the ticket kiosks. EVA Air, which is a major airline across Asia but lesser known here in the States, decked out five Airbus planes with the loveable Japanese cat that connect travelers in Taiwan to destinations in China, Japan, South Korea, Hong Kong, and Guam. At the Taoyuan International Airport in Taipei you won't have a problem finding your flight, and the pink Hello Kitty kiosks where you receive your boarding pass are hard to miss. The five Hello Kitty aircrafts: With Magic Stars, Loves Apples, Around the World, Happy Music, and Speed Puffs are different in exterior, but all offer a one of a kind experience. On board adults and children --and adults alike--will love being fully immersed in the Hello Kitty theme with a number of products like headrests, pillows, playing carding, cups, utensils, tray mats, sugar packets, dental floss, toothpicks, and even bathroom toilet paper featuring the cute feline. Flight attendants wearing pink Hello Kitty aprons serve themed meal options and children can enjoy fruit, pasta, and ice cream all shaped just like the white bobtail. All this fun will cost you. Abbamonte says if your trying to fly in Asia on a budget rather than for the experience then chose the Malaysian-based Air Asia. "I certainly wouldn't fly them (EVA Air) just because of Hello Kitty. I would probably say that's kind of funny or cute. If it was a hundreds bucks cheaper I would fly it, but if it's the same price I wouldn't really care." Although EVA Airline flights aren't the cheapest among its competitors, it is a well-reviewed and top ranking airliner. Skytrax a world leading airline review service for flyers gave EVA Air 4 out of 5 stars based on services like check-in, comfort on board the plane, in-flight entertainment, and washroom cleanliness. EVA Airl also ranked 3rd for their cabin staff and 8th among all Asian airliners at the 2012 World Airline Awards. Germanwings If you see a yellow tailed plane that looks like a raccoon then your looking at Germanwings' Airbus A320. It's actually supposed to be a bear representing the official animal of Berlin. This low-cost carrier is a real airline based in Cologne, Germany, which flies to over 90 destinations in Europe, Israel and North Africa. Germanwings received a 3 out of 5 star rating from Skytrax meaning it's rated "satisfactory" in categories like cabin comfort, onboard catering, and cabin staff service. "It was a good experience, and like most German things it was very efficient," said Abbamonte. Since Germanwings is a no-frills airline it makes sense that it ranked lower on amenities like blankets, pillows, and complimentary food because these are rarely available free of charge on flights. "You know you have to pay for every little thing. So if you wanted a bigger seat or to board first or to have an extra bag then it can be annoying because of extra charges. Germanwings isn't at the top or even close among budget airlines in Europe," said Abbamonte. However, most customers on Skytrax like the airline's nice sized leather seats and the affordable ticket prices. One unique feature to Germanwings is its 'Blind Booking'. This is an exciting and affordable way to travel just about anywhere from its four German hubs. Here's how it works: you chose what your looking for on your trip like party cities or cities with the best shopping, the dates you want to travel. The airline provides a list of potential destinations that you could be booked to and you don't find out where you are going until after you book your ticket. Germanwings is a safe carrier with a young fleet of modern air crafts. According to Airvalid there are no incidents or crashes on record, but the airliner has recently gotten some backlash for downplaying a few scary incidents in the air. Bearskin Airlines The bear-clawed logo on the airplane and catchy slogan, 'Let the Bear take you there' will get your attention. This Canadian airlines offers more than 100 departures daily to 18 destinations in Ontario and Manitoba. Its main hubs are Thunder Bay and Sudbury's Canada. Despite its unusual name, Bearskin Airlines becomes an obvious choice over other major airliners when flying into Dryden or trying to get direct flights between Canadian cities like Thunder Bay to Sioux Lockout or Sudbury to Timmins. "I would purchase a Bearskin Airline ticket for a direct flight, but I think most would fly Air Canada if the price was comparable,"Abbamonte said. If you fly Bearskin then pack light and be prepared for a small airplane. Bearskin planes have no overhead storage bins and limited space underneath your seat. You're only permitted one carry- on weighing 13 lbs or less; however, you can check a bag less than 40 lbs for no extra cost. Most passengers who reviewed Bearskin Airlines didn't like that there was no beverage service or bathroom on board and would have preferred more space in the cabin. Otherwise most reviews online were positive stating that Bearskin Airline's prices were very affordable and flight crews were friendly. Bearskin Airlines is a safe airline, but like most carriers it's had emergency landings or malfunctioning aircrafts. Since 1995 there are three incidents of concern on record, and one ended with several fatalities, according to Airvalid. Ever since this incident there haven't been any fatal crashes on Bearskin Airlines. Hooters Air Yes, believe it or not in 2003 the restaurant chain Hooters joined the airline business. While the airlines is now defunct, this airline deserves honorable mention. The international chain that bills itself as "delightfully tacky yet unrefined" and known for its scantily clad waitresses, had a brief three-year run shuttling passengers to airports in the U.S. and the Bahamas. Each flight on Hooters Air came fully equipped with two Hooters girls and flight attendants that entertained passengers with trivia games, sold Hooters merchandise, and assisted with beverage service. This marketing attempt aimed at sports enthusiasts attracted causal and tournament golfers traveling to Myrtle Beach's 100+ championship golf courses. The inside and outside of the aircrafts also had a Hooters flair. Keeping with the chains traditional colors passengers had large blue leather seats to sit on, and it wasn't hard to miss the blue and orange aircrafts with the Hooter's owl on the tail. Some were concerned with this fun airline's safety record, but not to worry. Hooters Air was a FAA certified airliner. Hooters Air certainly built up the Hooters brand with this endeavor, but never became a serious player in aviation. Abbamonte says the airliner's destination list and a marketing campaign towards a bachelor clientele didn't help the perception many have of Hooters. "I think Hooters is viewed as low class." The airline eventually folded in 2006. Industry analysts said the airliner ran into competition with other low-fair carriers, and rising fuel prices made it difficult for the venture to stay profitable. Tips for flying on unknown airlines While it's fun to see how low cost airlines use some imaginative marketing ploys to attract customers, safety should always be a main concern. Here's how to see if who you're flying on is the real deal: --U.S. airliners have very strict requirements to meet before they can sell or even transport passengers so simply checking the Department of Transportation's website to see which airliners are certified carriers is the best place to start:. --U.S. airlines "must meet stringent FAA requirements," and "remain in compliance with Federal air safety regulations" so check out an unknown airliner on the FAA's aircraft registry website to find out if its planes meet FAA requirements. --For airlines that operate outside the U.S. check out the list of carriers that are banned from flying in Europe. --Foreign airlines that fly into the U.S. also need to meet FAA requirements so see if they are certified by the FAA. http://www.foxnews.com/travel/2012/12/19/are-these-airlines-for-real/#ixzz2FaPqEjbH Back to Top DVB Bank, world's largest aircraft financier drags DGCA to court (India MUMBAI | NEW DELHI: DVB Bank, the world's largest aircraft financier, has filed a case against the country's aviation regulator for delayed deregistration of two Kingfisher Airlines aircraft, accusing the Indian administration of helping Vijay Mallya, the bankrupt airline's billionaire owner. The German firm has also vowed to suspend all funding to Indian carriers casting doubts over future purchase programmes of airlines such as Indi-Go and Jet Airways. The two Kingfisher aircraft in question are now located in Turkey and under the possession of DVB, but the hapless German bank is finding it impossible to deregister the aircraft from India and proceed with its sale. DVB took possession of the aircraft when it landed in Turkey in August for regular maintenance. "The Indian administration is certainly helping Mallya by not deregistering aircraft," said Carsten Gerlach, senior vice-president, aviation finance, at DVB. The case will come up for hearing on April 8, 2013, said Ajai Achuthan of Desai & Diwanji, a law firm based in Mumbai. DVB's writ petition is against DGCA and Kingfisher Airlines for not de- registering the two aircraft. DVB's move may act as a red rag for other lenders to Indian companies, but may not have a shortterm impact as most aircraft orders placed by domestic airlines are bunched together for delivery from 2015 onwards. For instance, in January 2011, budget carrier IndiGo created history by ordering 180 Airbus A-320 NEOs with a list price of almost $16 billion (Rs 72,000 crore) to be delivered between 2016 and 2025. However, IndiGo is still taking delivery of the 100 A-320s worth $6 billion, which it ordered in 2005. The Wadia group promoted GoAir has ordered 72 Airbus 320 NEO aircraft in June this year. The deliveries will begin from 2015, with an induction rate of 15 aircraft per year. Jet Airways has ordered 10 B-787 to be delivered starting 2014. In October, the Centre for Asia-Pacific Aviation (CAPA) said that Chennai-headquartered low-cost airline SpiceJet is in advanced discussions to order 30-40 Boeing 737 MAX aircraft. Air India has placed orders for 27 Dreamliners, delayed by 4 years, for which delivery has already started, but the financing has been tied up. DVB is one of the largest providers of recourse and limited-recourse debt (senior and junior) to passenger/cargo airlines and aircraft operating lessors worldwide. It has funded 900 aircraft all over the world, and in India, the bank has, in the past, done "significant financing" for Jet Airways, Indi-Go, Air India and SpiceJet in addition to Kingfisher aircraft. In some cases, DVB has done indirect financing for Indian airline companies. Selling the two Airbus 320s of 2006 vintage could help DVB recover $23.5 million each. "It is a totally unnecessary situation," rues Gerlach. "We cannot work on this aircraft for maintenance or certify this aircraft and carry out modification for the prospective new owners of the aircraft." Deregistration is compulsory requirement to carry out such acts. http://economictimes.indiatimes.com/news/news-by-industry/transportation/airlines-/- aviation/dvb-bank-worlds-largest-aircraft-financier-drags-dgca-to- court/articleshow/17685507.cms Back to Top Allegiant Travel To Buy 9 Used A320 Aircraft Allegiant Travel Co. said it plans to purchase up to nine used A320 aircraft. The average age of the aircraft at delivery is expected to be 12 years with a configuration of 177 seats. The aircraft have been most recently operated by Iberia. Seven aircraft are expected to be purchased in 2013 and the remaining two in 2014. With the addition of this transaction, Allegiant is now expecting 2013 total CAPEX to be between $270 million and $280 million compared to the previous guidance of $150 million to $160 million. Allegiant expects to place the first A320 into service late in the third quarter of 2013. All nine aircraft are expected to be in service by the end of 2014. No additional MD-80 retirements are planned as a result of this deal. The company expects to finance the purchase with debt. Andrew Levy, Allegiant President, said, "The A320 aircraft type is a perfect complement to the smaller A319 and will enable us to continue cost effective growth for years to come." http://www.rttnews.com/2026760/allegiant-travel-to-buy-9-used-a320-aircraft-quick-facts.aspx Back to Top Boeing boosts airplane wi-fi with potatoes How do you simulate a full airliner cabin to test wireless signals? If you're Boeing, with potatoes. In a news release Tuesday, Boeing touted its new "advanced method to test wireless signals in airplane cabins," saying: Boeing engineers created a new process for measuring radio signal quality using proprietary measurement technology and analysis tools. This enables engineers to more efficiently measure how strong a signal is and how far it spreads, ensuring safe yet powerful signal penetration throughout an airplane cabin. Once the new method was established, testing that previously took more than two weeks to conduct was reduced to 10 hours. Boeing didn't say much about the technical aspects of its test process, other than that it "takes advantage of state-of-the-art technology and ground-breaking statistical analysis to identify strong and weak signal areas and balance them by adjusting the connectivity system accordingly." Boeing conducted a series of tests using the process on a decommissioned airplane. That's where the potatoes came in. "The team determined that potatoes were ideal stand-ins for passengers, given their similar physical interactions with electronic signal properties," Boeing wrote in a news release. "Much of the testing was conducted on the grounded airplane with the seats filled with 20,000 pounds of potato sacks. The test data was then validated on the ground with human stand-ins for passengers." This, of course, gives new meaning to the term "veg out." http://www.seattlepi.com/business/boeing/article/Boeing-boosts-airplane-wifi-with-potatoes- 4132642.php#ixzz2FaV2P3PQ Back to Top Parks College of Engineering, Aviation and Technology Names Distinguished Professor of Mechanics Theodosios Alexander, Sc.D., Dean and Paul Paris, Ph.D., Distinguished Professor of Mechanics Paul C. Paris, Ph.D., joins the Saint Louis University faculty in January 2013 Paul C. Paris, Ph.D., known as the father of modern methods for predicting crack growth and its control in aircraft structures, has been named a Distinguished Professor of Mechanics at Saint Louis University's Parks College of Engineering, Aviation and Technology. A distinguished professorship is the highest honor that can be bestowed on any Parks College engineering faculty member. Paris will start his position January 1, 2013. "I am deeply honored to have been chosen as a distinguished professor for this vibrant college of engineering and aviation," said Paris. "I feel extremely privileged and excited to have the opportunity to mentor faculty in their areas of research and teach some of the brightest students in the country at Saint Louis University." Paris is the first Distinguished Professor to be named by Theodosios Alexander, Sc.D, since his return to St. Louis as the Dean of Parks College. "I have known Professor Paris for most of my professional career. Paul has repeatedly proven himself to be a gifted educator, a brilliant engineer and truly a most valuable mentor to many young people over the years" stated Alexander. Alexander believes that this hire will continue to promote his vision of influencing the teaching at Parks College with world-leading research. Paris from his earliest days in the field has integrated outstanding engineering research in the curricula of several leading universities. In the summer of 1955 Paris was teaching at Lehigh University and working as a faculty associate at the Boeing Company when he made the engineering breakthrough that now bears his name -- Paris' Law of Crack Propagation. The law describes crack growth with the aim of predicting the number of cycles to failure, and thus the remaining lifetime of a part. It is now routinely used to design parts that vibrate, such as aircraft bodies and automobile cranks. The scientific article describing this law continues to receive thousands of citations per year in the scientific literature, leading the number of citations in any department where Paul has worked. Over the next 15 years Paris taught courses on a new analytic method called fracture mechanics at both Boeing and Lehigh, and from 1976 on at Washington University in St. Louis, introducing the subject to many colleagues who continued to develop the field with him. Fracture mechanics now is a standard component of an engineering education. Alexander and Paris were colleagues in Washington University's Mechanical Engineering department throughout the 1980's. Paris' course in fracture mechanics is the longest continuously running course in the field. "Under his mentorship I expect the faculty of Parks College to reach new heights in quality research outputs, scholarly activity, and engineering education, especially in interdisciplinary fields in collaboration with other colleges and industry partners", said Alexander. Paris has received many awards for his contributions to fracture mechanics. In 2003, he was awarded the third Crichlow Trust Prize (a medal and a $100,000 honorarium) by the American Institute of Aeronautics and Astronautics. In 2009, he was awarded the George Irwin Gold Medal by the International Conference on Fracture in Ottawa, Canada, the first gold medal ever issued by that conference. About Saint Louis University: Saint Louis University is a Catholic, Jesuit university ranked among the top research institutions in the nation. The University fosters the intellectual and character development of more than 14,000 students. Founded in 1818, it is the oldest university west of the Mississippi and the second oldest Jesuit university in the United States. Through teaching, research, health care and community service, Saint Louis University has provided one-of-a-kind education, leadership and service for nearly two centuries. http://www.slu.edu/nl-rel-parks_paris-1218 Back to Top Dear CAPT NORHALIM MOHD YUNUS, Safety surveillance on foreign air operators is necessary to ensure safe air travel operations. Many States, in line with the International Civil Aviation Organization (ICAO)'s Standards, have introduced their own Foreign Operator Surveillance Programme (FOSP). In response to this, the European Aviation Safety Agency (EASA), together with the Civil Aviation Authority of Singapore (CAAS) is jointly organising the inaugural EASA-CAAS Foreign Air Operator Ramp Inspection Seminar. Brought to you by the SAA's Marketing & Promotions team www.saa.com.sg 1 Aviation Drive Singapore 499867 Tel: (65) 6543 0433 Fax: (65) 6542 9890/6543 2778 Email: saa@caas.gov.sg Copyright © 2012 Civil Aviation authority of Singapore. All rights reserved Unsubscribe from this e-mail SpaceShipTwo straps on its engine Virgin Galactic's SpaceShipTwo rocket plane glides over its Mojave test range in California with its rocket motor components installed for the first time. Virgin Galactic's SpaceShipTwo rocket plane has gone through more than 20 unpowered glide test flights, but today's test was special: It marked the first free flight during which the actual rocket motor components were installed. "It was also the first flight with thermal protection applied to the spaceship's leading edges," the company said in today's status report. "It followed an equally successful test flight last Friday which saw SpaceShipTwo fly in this configuration, but remain mated to its WhiteKnight carrier aircraft." Virgin Galactic said all the objectives of both flights were successfully met. At least two more such glide flights are expected to take place before the spacecraft's builders move on to the next phase of testing: powered flights, which call for the plane to fire up the hybrid rocket engine for its ascent. SpaceShipTwo is being developed at California's Mojave Air and Space Port, with the aim of beginning passenger spaceflights as early as next year. The multimillion-dollar project follows up on the flights of SpaceShipTwo's predecessor, SpaceShipOne, which won the $10 million Ansari X Prize for private-sector spaceflight in 2004. The new plane's hybrid rocket motor, built by Sierra Nevada Corp., is powered by a rubber- based fuel and nitrous oxide - much like SpaceShipOne's engine was. Virgin Galactic said the propellant tanks were installed on SpaceShipTwo for the latest tests, but did not indicate that the tanks were fueled up ... yet. SpaceShipTwo's flight profile calls for the plane to ride on the WhiteKnight mothership to an altitude of 50,000 feet, then drop away and light up the rocket. That blast would power the craft to a height beyond 62 miles - giving up to six passengers a few minutes of weightlessness and a great view of the curving Earth beneath the black sky of space. The plane would then re-enter the atmosphere and glide back down to a runway landing. Although the test program is being conducted in California, Virgin Galactic's business plan calls for commercial spaceflights to originate from Spaceport America in New Mexico. In recent months, some observers have questioned whether the $209 million New Mexico space project will match initial expectations on the economic development front. Spaceport officials insist, however, that the futuristic-looking facility will be ready for Virgin Galactic as well as other tenants. Virgin Galactic was founded by British billionaire Richard Branson. The company says more than 500 people, including celebrities such as Ashton Kutcher, have signed up for the $200,000 suborbital space tour. http://cosmiclog.nbcnews.com/_news/2012/12/19/16025374-spaceshiptwo-straps-on-its- engine Curt Lewis