Flight Safety Information July 10, 2014 - No. 138 In This Issue Engine fire triggers new turbulence for Lockheed's F-35 jet Why Pilots Hate the Idea of Cameras Watching Them Fly Emirates takes milestone delivery of 50th A380 aircraft Future concepts: Carbon nanotube fluid heals damaged aircraft in flight PRISM TO HELP PREPARE FOR E-IOSA THE ALPA 60TH AIR SAFETY FORUM Upcoming Events Employment (New Positions) Engine fire triggers new turbulence for Lockheed's F-35 jet (Reuters) - Borne of the last downturn in U.S. military spending in the 1990s, Lockheed Martin Corp's F-35 Joint Strike Fighter was intended as a quick and affordable way for the United States and its allies to replace thousands of aging F-16s and other warplanes while avoiding the pitfalls of earlier programs. Nearly two decades and a $166 billion jump in projected costs later, the world's largest arms program was poised for a high-profile international debut at two British air shows when the Pratt & Whitney engine on one of the jets broke apart and caught fire during a takeoff from a Florida air base. The incident has grounded the existing fleet of 97 F-35 jets and triggered a fresh wave of criticism about the costly new warplane, although U.S. and British officials are underscoring their continued commitment to the program, which now has a revised price tag of $398.6 billion. The latest engine issue came weeks after an in-flight oil leak that sparked a brief grounding in June, but U.S. officials remain hopeful the jet will at least fly at the bigger of the two UK events - the Farnborough Airshow that starts on July 14. Lockheed's F-35 program manager Lorraine Martin told reporters that the planes would miss the first day of the Royal International Air Tattoo air show, but could still arrive in time to fly at the event, which continues through July 12. She said Lockheed had spare parts on hand at the air field in case they were needed. British Defense Secretary Philip Hammond on Wednesday said the F-35 may miss the Air Tattoo given the grounding order, but said he was optimistic that the plane would fly at Farnborough. It would be a huge embarrassment if it misses that show too, and could undermine export interest in the jet just as several countries including Canada and Denmark, both of which helped fund development of the jet, are weighing F-35 orders. DEVELOPMENTAL TESTING With three different models, supersonic speed and cutting-edge electronics, the F-35 was designed as a multi-service, multi-national program to lower development and production costs. Yet early technical challenges drove the cost of the program nearly 70 percent over initial estimates. Pentagon officials say the F-35 is finally making progress after several major restructurings and years of delays, but also say the jet still has 40 percent of developmental testing to go. The sheer complexity and scale of the program, which involves three U.S. military services and 9 other countries that have placed firm orders, also mean that grounding and technical issues have a far wider impact than on a single-service weapon. Lockheed is developing and building three models of the F-35 for the U.S. Air Force, Navy and Marine Corps, and a growing number of countries. Analysts say the latest technical issue underscores the danger of starting production of a new weapons system before all testing is finished, a practice known as "concurrency". Frank Kendall, the Pentagon's chief arms buyer, has called that approach "acquisition malpractice", and is putting in place reforms to avoid similar problems on other weapons programs. The Pentagon recently lowered its estimate for the cost of concurrency - or retrofitting existing F-35 jets to correct design problems - but officials warn that new issues can always crop up, such as the June 23 incident in Florida. "Engineering discoveries are a normal part of this and every other aircraft development program. Some of them are relatively insignificant, and others more concerning, but with each test event and every training mission we are learning and constantly improving," said U.S. Air Force Lieutenant General Christopher Bogdan, who runs the Pentagon's F- 35 Joint Program Office. The F-35 program is still in development, but the airplanes are already being used for training and some operations, and the Marine Corps plans to start using them in combat from July 2015. Marine Lieutenant General Jon Davis, deputy commandant for aviation, reiterated those plans in a statement to Reuters, noting that the jet's capabilities would "revolutionize the way the Marine Corps projects power from the sea and the shore". But he said the Marine Corps would not declare an "initial operating capability", or IOC, next year if any capability defined in its requirements was not delivered. Bogdan provided no details on the investigation into the engine incident, but said he was confident in the plane's design and operation given its "increased maturity and stability". He said everyone involved in the F-35 program was working "day and night" to try to understand the cause of the engine failure, and safety remained the program's top priority. A strictly controlled U.S. Air Force investigation into the engine failure continues, which means U.S. government and industry officials are more tight-lipped than ever. But questions are emerging about quality control issues at Pratt, which faced problems with fuel lines last year. "This could have serious consequences for Pratt unless they can say without a doubt why this part failed, and can convince the Joint Program Office that this was a one-off thing," said one defense official who was not authorized to speak publicly. The program's complex structure - with jets already owned by three different military services and two foreign countries - has also revealed the need to better coordinate any moves by "airworthiness" authorities to suspend flights. In this case, the Air Force launched its standard safety investigation procedures after the engine incident, quarantining the jet and locking out the other services, as per its protocols. But that left many questions unanswered for the other military services and global partners on the program. The Pentagon is expected to revamp the process to ensure better coordination in the future, said multiple sources familiar with the program. http://www.reuters.com/article/2014/07/10/us-lockheed-fighter- idUSKBN0FF16M20140710 Back to Top Why Pilots Hate the Idea of Cameras Watching Them Fly If search teams ever find the wreckage of Malaysia Flight 370, a significant shortcoming of the plane's black boxes system could revive a proposal that's been kicked around for 14 years: Putting cameras in cockpits. The most popular theory regarding MH370 is something killed or debilitated the crew and the plane flew for hours on auto pilot before running out of fuel and falling into the sea. If that's the case, the cockpit voice recorder will be largely useless, as it contains just two hours of data. Investigators would glean little or no meaningful info from the recorder. A camera in the cockpit would augment data from the cockpit voice and flight data recorders, providing additional insights for investigators. The idea was first proposed in 2000 by the National Transportation Safety Board, which said video cameras "would provide critical information to investigators about the actions inside the cockpit immediately before and during an accident." Did smoke fill the cockpit? Did a violent passenger break in? Did the pilot pass out? Video could answer such questions. A visual recording would have been helpful in determining what brought down EgyptAir Flight 990 in 1999, for example: The NTSB and Egyptian government disagreed on whether the plane was brought down by mechanical failure or pilot suicide. But pilots opposed the NTSB proposal as an invasion of privacy. Airlines, which must pay for new safety technologies, didn't jump to support it. And so the FAA shelved the idea in 2009, saying the evidence wasn't compelling enough to mandate cockpit image recorders. The agency's position has not changed in the years since. Pilots don't see the disappearance of Flight 370 as a reason to embrace cameras. They cite two reasons for their opposition: Video surveillance will almost certainly be misinterpreted or get into the wrong hands, and it can adversely affect how they do their jobs. "What a camera can capture can be so easily misunderstood and misconstrued," says Doug Moss, a former test pilot and accident investigator. Lack of Legal and Privacy Protection Presumably, video recordings would be governed by the same rules as cockpit voice recordings. Those can accessed only after an accident and must be heard only by investigators, though a transcript eventually is made public. Those safeguards don't always hold up. In the past, recordings have leaked to the public. Some have been released in the course of lawsuits after accidents. For airlines looking to monitor pilots, it's a tempting way to see what's going on in the cockpit. Michael G. Fortune, a retired military and commercial pilot who now works as an expert witness, says, "there have been times when those rules have been disregarded." So it's reasonable to think video recordings would become public (or at least be seen not authorized to see them) one way or another, despite rules designed to safeguard them. Pilots don't like the idea of being judged based on a visual recording, especially in court. "Video footage may appear to be easily interpreted by a layman, but in fact, pilot and crew actions in a cockpit can only be correctly interpreted by another trained pilot," says Moss. "There is a wealth of unscripted and non-verbal communication that transpires between pilots and only they can interpret them. Using video cameras in the cockpit would only add to the likelihood of misinterpretation." Pilot Discretion Beyond worries that what cameras record might be misinterpreted or misused, pilots say the very presence of a video recording system could be detrimental to pilot performance and decision-making. "If cameras were in the cockpit, it could change the way flying gets done," and not for the better, Moss says. Looking over the shoulder of pilots would pressure them to follow every single rule, which isn't always ideal. Modern American aviation is governed by thousands of procedures, and "you cannot fly an airplane without cutting any corners," Moss says. In an age where computers do a significant percentage of the work, experience remains a valuable asset. Pilots know when to bend the rules, they say. Constant surveillance would "tamp down pilots' massive database of knowledge," Fortune says. "I think that's a huge negative." For example, a pilot approaching a landing might exceed the speed limit in effect below 10,000 feet if a passenger were having a medical emergency, to get onto the ground more quickly. He could declare an emergency and explain his rationale to air traffic control, but video would only show him breaking a rule. "It can create a little bit of an environment where you're going to start second-guessing yourself," says John Cassidy, first vice president of the Air Line Pilots Association, the union the represents more than 50,000 pilots in the U.S. and Canada. Opposition It's worth noting that pilots opposed cockpit voice recorders when they were first mandated, and those objections have largely disappeared. It's possible video surveillance will go the same way, but pilots are holding their ground for now. Cassidy argues a video feed of the cockpit wouldn't actually help investigators all that much. It's a "very selectively focused" view of what's happening, he says, and doesn't add much to the information investigators already have. This is compounded by the risk that investigators might misinterpret what they see. Not everyone agrees. During a July, 2004, NTSB public meeting on the topic, Ken Smart, then head of the UK's Air Accidents Investigation Branch, said cameras would provide "essential information on all almost all the accidents that we investigate insofar as they provide additional information." Pilots' concerns about how the information is used can be addressed with legislation. "Other than that," he said, "I can't think of too many issues on the down side." Matthew Robinson, a retired Marine Corps pilot and official accident investigator for the Navy, says more research needs to be done before cameras can be installed in cockpits, to figure out the specifics of the systems. He echoes concerns about privacy questions and the cost of these systems. But as an investigator, "more information, more data, more evidence is always welcome in figuring out what brought down an aircraft," he says. "I'll never turn down evidence." http://www.wired.com/2014/07/malaysia-370-cockpit-camera/ Back to Top Emirates takes milestone delivery of 50th A380 aircraft Emirates has received its 50th A380 aircraft, strengthening its position as the world's largest international airline. This latest delivery takes Emirates' all wide-body fleet to 224 aircraft, representing the world's largest fleet of A380s, and also the world's largest fleet of Boeing 777s. After the entry of its 50th A380 aircraft into service by early August, Emirates will offer on a weekly basis a total of 5.7 billion available seat kilometres (ASKMs) to 145 destinations which span the globe from Los Angeles to Auckland. Since April 2010, Emirates has received 96 aircraft (all A380s and Boeing 777s), increasing its overall capacity by 64% in ATKMs and 71% in ASKMs, while consistently maintaining seat load factors of close to 80%. During this period, Emirates also added 48 cities to its global destination network. Sir Tim Clark, President of Emirates Airline said: "Emirates has seen tremendous organic growth in the past 4 years, probably the fastest of any airline in history. We've literally added capacity equivalent to what some mid-sized airlines operate, but more significantly, we have maintained high seat loads and profitability. This speaks to the strength of our world-class product, and also our business model which is based on an efficient global hub that connects Dubai to the world, and almost any two cities in the world via Dubai." He added: "The A380 has been very successful for us, and this is reflected in the strong customer interest and high seat factors wherever we've deployed the aircraft. The A380 has helped us serve customer demand on trunk routes, operate more efficiently at slot- constrained airports, and also introduce new concepts on-board that have redefined the flying experience. Moving forward, we will see quite a ramp up in the delivery programme and by late 2017 we will have around 90 A380s in our fleet to support existing and new A380 routes." John Leahy, Airbus Chief Operating Officer, Customers said: "The A380 is pleasing its operators by increasing passenger traffic, strengthening load factors and improving their market share. The delivery of the 50th A380 to Emirates shows the profit enhancing capabilities of this aircraft and the extraordinary vision of Emirates and Sir Tim." http://www.kbc.co.ke/?p=25962 Back to Top Future concepts: Carbon nanotube fluid heals damaged aircraft in flight Future Concepts - The Survivor (Nanowerk News) Scientists and engineers at BAE Systems have lifted the lid on some futuristic technologies that could be incorporated in military and civil aircraft of 2040 or even earlier. One of the four concepts is a nanotechnology that allows jets to quickly heal themselves from damage sustained in flight. The technology is a lightweight adhesive fluid inside a pattern of carbon nanotubes from which the aircraft is constructed and is released when damaged to quickly 'set' mid-flight and heal any damage. This advanced use of materials would create a highly survivable jet, capable of entering even the most dangerous of scenarios to complete vital missions. Source: BAE Systems http://www.nanowerk.com/nanotechnology-news/newsid=36481.php#ixzz374P0DWFI Back to Top Back to Top THE ALPA 60TH AIR SAFETY FORUM A Celebration of Pilots Helping Get the Job Done Safely & Securely August 4-7, 2014 | Washington Hilton | Washington, DC SPONSORSHIP & EXHIBITING OPPORTUNITIES AVAILABLE Contact Tina Long at tina.long@alpa.org for more information or click here to download the sponsorship brochure. AGENDA AT A GLANCE Visit http://safetyforum.alpa.org for full agendas MONDAY - AUGUST 4, 2014 8:30-9:00 General Session-ALPA Air Safety Organization Update (Open to all ALPA Members Only) 9:30-6:00 ALPA ASO Group Workshops & Council Meetings - (invitation only) 9:30-4:30 Jumpseat Forum (invitation only) 12:00-5:00 Aviation Security Forum (invitation only) TUESDAY - AUGUST 5, 2014 8:00-6:00 ALPA ASO Group Workshops & Council Meetings - (invitation only) 9:00-5:00 Joint Aviation/Security Forum - (invitation only) WEDNESDAY - AUGUST 6, 2014 - 60TH AIR SAFETY FORUM 8:30-9:00 Opening Ceremony 9:00-10:30 Panel: Surviving a Main Deck Lithium Battery Fire: New Technological Solutions 10:30-11:00 Break with the Exhibitors 11:00-12:30 Panel: Smoke In the Cockpit-Where Seconds Matter 12:30-1:45 Keynote Luncheon-100 Years of Commercial Aviation Mr. Paul Rinaldi - President, National Air Traffic Controllers Association 1:45-3:15 Panel: Finding the Runway with a Smoke-Filled Cockpit-Using All the Tools 3:15-3:45 Break With the Exhibitors 3:45-5:15 Panel: Landing A Distressed Airliner-What's Waiting at the Airport? 5:15-5:25 Presentation of the ALPA Airport Safety Liaison and ALPA Airport Awards 5:25-5:30 Closing Remarks 5:30-6:30 Hospitality Reception (Sponsored by Boeing) THURSDAY - AUGUST 7, 2014 - 60TH AIR SAFETY FORUM 8:30- 10:00 Panel - Current Security Threats and Countermeasures 10:00-10:30 Break with the Exhibitors 10:30-11:30 Panel: A Discussion With Key Regulators 11:30-11:40 Presentation of the ALPA Presidential Citation Awards 11:40-1:00 Lunch (on your own) 1:00-2:30 Panel: Pilot Health & Occupational Safety 2:30-3:00 Break with the Exhibitors 3:00-4:30 Panel: Modernizing Our National Airspace System: The Flight Path, The Potholes and the Promise 4:30-5:00 Closing Ceremony 6:00-7:00 Awards Reception (Sponsored by Airbus) 7:00-10:00 Awards Dinner 10:00-11:00 Post Awards Reception Back to Top Upcoming Events: Managing Safety for High Performance Jul 14-15, 2014 London-Stansted Airport, UK http://www.universalweather.com/aviation-sms/education/managing-safety-for-high- performance/?utm_source=externalemail&utm_medium=email&utm_campaign=DBTKP007 International System Safety Society Annual Symposium 04-08AUG2014 - St. Louis, MO http://issc2014.system-safety.org ACI-NA Annual Conference and Exhibition Atlanta, GA September 7 - 10, 2014 http://annual.aci-na.org/ IFA - Maintaining Airworthiness Standards and Investing in the Most Important Asset 'The Human Element' 17 - 18 September, 2014 Emirates Eng Facility, Dubai www.ifairworthy.com Public Safety and Security Fall Conference Arlington, VA October 6 - 9, 2014 http://aci-na.org/event/4309 Back to Top Employment: Position Available - Safety Investigator Etihad Airways www.etihad.com/careers NTSB Position Available - Electronics Engineer https://www.usajobs.gov/GetJob/ViewDetails/374545600 Position Available: Assistant Chief Flight Instructor LeTourneau University www.letu.edu/jobs Position Available: Human Performance Investigator NTSB https://www.usajobs.gov/GetJob/ViewDetails/373245800 Curt Lewis