Flight Safety Information August 21, 2014 - No. 172 In This Issue Technology Helps Pilots Land in Fog MH17: Investigators Plan To Return to Malaysia Airlines Crash Site China's Snoozing Air Traffic Controllers Delay Flight Landing in Wuhan USAF grounds 82 F-16D aircraft Death of LAX Airport Worker Leads to Cal/OSHA Citations PRISM TO HELP PREPARE FOR E-IOSA NTSB Course -...Managing Communications Following an Aircraft Accident or Incident The 11th International Symposium of the Australian Aviation Psychology Association ISASI 2014 - Annual Seminar, October 13-16, 2014 Upcoming Events Technology Helps Pilots Land in Fog High-Resolution Views of Runways Could Allow More Airports to Stay Open in Bad Weather By ANDY PASZTOR Technology showing high-resolution, color depictions of runways could allow more airports to remain open when visibility is limited. Shown, a jet lands in fog at London's Heathrow. eyevine/Zuma Press Rockwell Collins Inc. COL +1.93% and other cockpit-equipment makers are developing technologies to combat a major source of frustration for airline passengers: flights that are canceled or diverted due to poor visibility at their scheduled destinations. Using computer-generated color images, and sometimes infrared-enhanced views of runways and their surroundings, Rockwell, Honeywell International Corp. HON +1.11% and other suppliers are seeking to reduce such schedule disruptions and lost revenue for carriers. The new onboard landing systems have been gaining momentum and seem poised for further regulatory approvals on both sides of the Atlantic. With high-resolution, color depictions of runways and other features, they are designed to allow many more airports that lack the latest ground-based navigation aids to remain open in bad weather. In the U.S., they would enable low-visibility landings that are now prohibited at scores of mid-size and smaller fields. Proponents say the result would be increased capacity and improved safety, because pilots would get significantly more detail about terrain or other potential obstacles. Eventually, according to these people, the goal is to effectively eliminate any requirement to see the physical runway. Crews of jetliners and business jets could continue low-visibility approaches practically all the way to the ground -even when they can't see the actual runway. Regulators still have a long way to go to give the green light for such radical changes. Before current rules can be revised at thousands of airports world-wide, vendors have to demonstrate that virtual images are just as safe and reliable as current requirements for pilots to catch a glimpse of the physical runway just before touchdown. "It's definitely a big trend" and progress so far "is a huge deal," Kent Statler, chief operating officer of Rockwell's commercial products division, said at the international air show outside London earlier this summer. Relying on sensors that can peer through moisture regardless of temperature or humidity, he adds, Rockwell has "spent a lot of time" developing such equipment and significant advances are likely "in the foreseeable near future." Preventing weather-related flight diversions "clearly saves fuel and saves time," according to Chris Benich, head of regulatory affairs at Honeywell's aerospace unit. The company's products seek to "squeeze as many benefits out of [the technology] as we can," according to Mr. Benich, while reducing overall investment costs for carriers. Today, a relatively small percentage of airliners already can land when visibility is almost nil. The most advanced jets arriving at the best equipped airports can use fully- automated systems when big storms, low-hanging clouds or fog prevent most other flights from touching down. Depending on pilots' preferences, so-called "autoland" equipment also can use computers to apply brakes, reduce engine thrust and even taxi down the center of the runway. In a few years, automated taxi systems are even expected to turn planes off runways and use electric motors attached to landing gears to direct them to gates-all without direct pilot commands. The majority of U.S. airline flights, however, don't fall into those categories. When typical airline pilots fly approaches to socked-in airports without relying on the latest autoland technology, usually they have to see the runway before descending below 200 feet. With special training and equipment, cockpit crews in some business jets and airliners can descend as low as 100 feet, before deciding whether they have glimpsed enough of the strip through the windshield to land. Otherwise, the pilots must immediately abandon the approach, climb away from the airport and then circle or divert. The cutting-edge equipment under development is intended to chip away at those longstanding vertical thresholds, while also permitting landings when pilots are able to see less than one-quarter mile down the runway prior to touchdown. The Federal Aviation Administration last year proposed rules that for the first time, would allow pilots to postpone a go-round decision until their plane is below 100 feet using enhanced or so-called "synthetic" vision. But the timetable for a final, broad policy decision isn't clear, and the regulations ultimately may call for case-by-case approvals of specific systems at various categories of airports. An FAA spokeswoman didn't have any immediate comment. Rockwell, based in Cedar Rapids, Iowa, has staked its claim to displaying images and certain cockpit instruments data on aircraft windshields. The company says it recently completed over 140 test approaches and plans to begin certification flights in 2015. Two years ago, Rockwell scored a marketing coup when Chinese aviation regulators committed to install the company's windshield-systems, called "heads up displays," on hundreds of new Boeing Co. 737 planes and potentially several other jetliner models. The devices allow pilots to concentrate on the forward view rather than having to glance down to scan cockpit instruments during takeoffs and landings. Honeywell, based in Morris Township, N.J., is focused on what it describes as a less expensive system, dubbed SmartView, that uses traditional displays inside the cockpit. Within the next few years, Honeywell expects the latest versions to be installed on nearly a dozen different airplane models, including a regional jetliner. Honeywell officials have argued their solution-melding a digital data base with an infrared camera-is able to give pilots maximum information and unmatched image fidelity, without the extra acquisition and maintenance costs associated with installing windshield displays. At San Diego International Airport alone, the company previously projected widespread use of its system could permit hundreds of additional flights to land there annually. But with fast moving jets at altitudes below 100 feet, many experts believe pilots most likely wouldn't have enough time to scan instruments inside the cockpit and also look out the windshield to try to catch sight of the runway. http://online.wsj.com/articles/technology-helps-pilots-land-in-fog-1408488737 Back to Top MH17: Investigators Plan To Return to Malaysia Airlines Crash Site In Ukraine When Security Improves Members of a group of international experts inspect wreckage at the site where the downed Malaysia Airlines flight MH17 crashed, near the village of Hrabove (Grabovo) in Donetsk region, eastern Ukraine The investigation team looking into the downing of Malaysia Airlines Flight 17 over Ukraine in July plans to return to the crash site when the security situation in the country improves. Investigators had suspended their search efforts in early August when fighting between Ukraine forces and pro-Russian rebels escalated. The Dutch Safety Board, an organization based in the Hague that investigates aviation accidents and other crashes, is leading the investigation. It said in a statement Wednesday that investigators will revisit the crash site once the area is "safe and stable." Other civil aviation authorities, including the International Civil Aviation Organization, are also part of the team. Access to the crash site has been limited for investigators, due to the conflict between pro-Russian separatists and the Ukrainian military. As a result, the probe has focused on data from the black boxes, satellite images and information from air-traffic controllers and radar. More than 200 coffins with victims' remains were returned to the Netherlands in July, but body parts and other debris are still in the area where the plane crashed, and cannot be recovered while the site is off-limits. The Dutch Safety Board said in a statement on Aug. 11 that it would release an initial report on the team's findings "in a few weeks." In addition to the investigation of the flight itself, the DSB said it would assess the decision-making process that went into determining flight routes and risk assessments in choosing to fly over East Ukraine. The Boeing 777 airliner was bound from Amsterdam to Kuala Lumpur when it was shot down while flying at 33,000 feet over the Donetsk region in Ukraine on July 17, killing all 298 people aboard. American and Ukrainian officials believe that pro-Russian rebels were responsible for the shooting, but Moscow denies any involvement. Instead, Russia has accused Ukrainian air-traffic control officers of routing the doomed jet over the conflict zone -- and of firing the missile that downed the plane. http://www.ibtimes.com/mh17-investigators-plan-return-malaysia-airlines-crash-site- ukraine-when-security-improves-1664724 Back to Top China's Snoozing Air Traffic Controllers Delay Flight Landing in Wuhan Wuhan Tianhe Airport, China If you've ever spent time at Chinese airports, you may have wondered about the standard, all-purpose, and curiously opaque recorded message: "The flight has been delayed due to air traffic control." That can mean anything from weather delays, to aircraft malfunctions, to confusion in the air-traffic control tower. Last month a China Eastern Airlines (CEA) flight circling the city of Wuhan was delayed in landing-because two air traffic controllers were snoozing in the tower and failed to give the pilots landing instructions, Chinese media reported on Tuesday. For 12 minutes, there was radio silence. Fortunately, the plane, flight MU2528 from Sanya, later landed safely and without incident at Wuhan Tianhe International Airport. Air traffic has increased quickly in China, but it's been a somewhat bumpy ride. More than 320 million passengers fly annually in China (counting domestic and international flights). That makes China the second-largest flight market in the world, trailing only the U.S. Fortunately, China's domestic airlines have a commendable safety record, in spite of the Wuhan snoozers. But Chinese airlines are also notoriously late. Beijing Capital Airport is on track to become the world's busiest airport within a few years, predicts the Global Business Travel Association. According to the online service FlightStats.com, 21 flights departed Beijing's airport Aug. 19 at 1:00 p.m. (just to pick a random time). Of those, eight were late-that's 38 percent. One challenge for China's aviation industry is that the People's Liberation Army controls more than 70 percent of domestic airspace, and it must grant approval for any flight route. The result is that planes must hew to narrow corridors and navigate routes that make little sense geographically (think of it as airspace gerrymandering). Another frequent problem is air-traffic congestion. The recent Wuhan sleeping incident raises further questions about the level of training and supervision for China's fast-growing ranks of air-traffic controllers. The Air Traffic Management Bureau of Hubei, which has jurisdiction over Wuhan's airport, promises to improve its safety standards, according to Chinese media reports. http://www.businessweek.com/articles/2014-08-20/china-air-travel-is-safe-but-often- delayed Back to Top USAF grounds 82 F-16D aircraft The US Air Force (USAF) has temporarily grounded 82 of its F-16D Fighting Falcon aircraft following the discovery of longeron cracks between the aircraft's front and rear pilot seats. The USAF has ordered an inspection of all two-seat F-16Ds after it found initial structural cracks on the planes during routine post-mission flight inspections. A total of 157 F-16Ds were inspected by air force officials as part of an immediate action time compliance technical order (TCTO) to help ensure the structural integrity of the aircraft and pilot safety. The officials discovered cracks on 82 aircraft, while the remaining 75 fighters were found to be normal and have been returned to flight status. The inspection also confirmed that other F-16 variants remain unaffected. USAF Weapon System Division deputy chief lieutenant colonel Steve Grotjohn said: "As aircraft accumulate flight hours, cracks develop due to fatigue from sustained operations. "Fortunately, we have a robust maintenance, inspection and structural integrity programme to discover and repair deficiencies as they occur." "We have a robust maintenance, inspection and structural integrity programme to discover and repair deficiencies as they occur." Meanwhile, the Air Force F-16 Systems Program Office and F-16 manufacturer, Lockheed Martin's engineers are analysing the aircraft structure and developing repair procedures to enable aircraft with cracks to resume limited flights, while analysis continues for a permanent solution. The USAF is working with its F-16D operational units to lessen the impact of grounding on operations, training and readiness. The two-seat variant of the F-16 fighter, the F-16D fleet is primarily used by USAF for personnel training, and is on average 24 years old logging more than 5,500 hours of flight time. A total of 969 F-16s of all variants are currently operational with USAF. The F-16 is a multirole jet fighter, designed initially as an air superiority day fighter, but later evolved into a successful all-weather multirole aircraft for accurate delivery of ordnance during non-visual bombing conditions. http://www.airforce-technology.com/news/newsusaf-grounds-82-f-16d-aircraft-4349044 Back to Top Death of LAX Airport Worker Leads to Cal/OSHA Citations Cal/OSHA's investigation determined that Menzies Aviation's safety policy on the operation of tow tractors in and around LAX discouraged the use of safety belts. Cal/OSHA has fined Menzies Aviation $77,250 for alleged safety violations after an investigation into the February death of a worker at Los Angeles International Airport. The worker was thrown from the vehicle he was operating without a seatbelt. Cal/OSHA's investigation determined that Menzies Aviation's safety policy on the operation of tow tractors in and around LAX did not require, and in fact discouraged, the use of safety belts in certain areas of the airport, according to the agency. Tow tractors are used to pull luggage and cargo trailers throughout the airport. Menzies was issued citations for one regulatory, one serious and three serious-accident- related violations of state safety standards. "This fatality could have been prevented with a well-thought-out and implemented safety plan, as is required for all worksites in California," said Christine Baker, director of the Department of Industrial Relations, which oversees Cal/OSHA. On Feb. 21, Cesar Valenzuela, a 51-year-old ramp agent employed by Menzies, was driving a tow tractor to pick up cargo at the airport. He later was found with his head pinned underneath one of the tires. Cal/OSHA's investigation found that a portion of the vehicle's seatbelt was missing on the tow tractor. State safety regulations require the use of a restraint system such as seatbelts when originally installed on tow tractors and industrial trucks. The employer's vehicle inspection procedures also were inadequate, according to the agency. "Employers must follow and adhere to applicable safety regulations, especially when workers are operating equipment such as tow tractors," said Acting Cal/OSHA Chief Juliann Sum. The Cal/OSHA safety inspector investigating the accident at LAX noted that numerous employees were observed operating tow tractors without using seatbelts or other restraints. Menzies Aviation's written safety program only required workers to use seatbelts when traveling on marked roadways or vehicle service roads, not when traveling to adjacent airport gates or aircraft parking areas. Menzies Aviation, which has its headquarters in Scotland and operates in more than 30 countries, also inaccurately reported the fatal accident to Cal/OSHA as a heart attack, according to Cal/OSHA. Regulations require employers to accurately report work-related fatalities within eight hours to Cal/OSHA. http://ehstoday.com/safety/death-lax-airport-worker-leads-calosha-citations Back to Top Back to Top NTSB Course - Managing Communications Following an Aircraft Accident or Incident Title Managing Communications Following an Aircraft Accident or Incident Co-sponsor Airports Council International - North America (ACI-NA) Description The course will teach participants what to expect in the days immediately following an aviation accident or incident and how they can prepare for their role with the media. ID Code PA302 Dates, Tuition and Fee October 23-24, 2014 $1034 early registration, by September 20, 2014 $1084 late registration,between September 21 and October 20, 2014 $100 processing fee will be added to tuitions for all offline applications. A tuition invoice can be ordered for a $25 processing fee. Note: payment must be made at time of registration. Times 8:30 am - 5:00 pm Location NTSB Training Center * 45065 Riverside Parkway * Ashburn, Virginia 20147 Status OPEN. Applications are now being accepted. Apply to Attend SIGN UP HERE CEUs 1.3 Overview * How the National Transportation Safety Board organizes an accident site and what can be expected in the days after an aviation disaster from the NTSB, FAA, other federal agencies, airline, airport, media and local community * Strategies for airline and airport staff to proactively manage the communication process throughout the on-scene phase of the investigation * How the NTSB public affairs officers coordinate press conferences and release of accident information and what information the spokespersons from the airport and airline will be responsible to provide to the media * Making provisions for and communicating with family members of those involved in the accident * Questions and requests likely encountered from the airlines, airport staff, family members, disaster relief agencies, local officials and others > Comments from course participants > See the 235 organizations from more than 30 countries that have sent staff to attend this course Performance Results Upon completion of this course the participant will be able to: * Be better prepared to respond to a major aviation disaster involving a flight departing from or destined for participant's airport * Demonstrate greater confidence in fielding on-scene questions about the many aspects of the investigation and its participants, including what types of specific information may be requested * Identify the appropriate Public Affairs roles for the various organizations involved in an accident investigation. * Be more productive in the first few hours after an aviation disaster by understanding which tasks are most important and why * Perform job responsibilities more professionally and with greater confidence given the knowledge and tools to manage the airport communications aspect of a major aviation disaster Who May Attend This course is targeted to who, in the event of an aviation disaster, will need to provide a steady flow of accurate information to media outlets and/or other airport, federal or local authorities. Accommodations Area hotels and restaurants Airports Washington Dulles International (IAD): 10 miles Washington Ronald Reagan National (DCA): 30 miles Baltimore/Washington International (BWI): 60 miles More Information Email StudentServices@ntsb.gov or call (571) 223-3900 Courses, forums and symposia are added to the schedule throughout the year. Subscribe to the e-newsletter to learn about upcoming events and new programs: http://www.ntsb.gov/trainingcenter/list/list_mw020207.htm www.ntsb.gov/trainingcenter/list/list_mw020207 Back to Top The 11th International Symposium of the Australian Aviation Psychology Association. The theme for AAvPA 2014 is Consolidation, Complacency or Innovation: Our Challenge for the Future and features keynote presentations from Professor Neville Stanton, Dr Barbara Burian, Dr Key Dismukes and Professor Don Harris. The symposium is being held from 10-13 November 2014 in Melbourne. The web link is: http://conferenceworks.net.au/aavpa/ Back to Top Back to Top Upcoming Events: 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 ISASI 2014 - Annual Seminar October 13-16, 2014 Adelaide, Australia www.isasi.org IASS 2014 Abu Dhabi, UAE November 11-13, 2014 http://flightsafety.org/meeting/iass-2014 ERAU UAS FUNDAMENTALS COURSE December 9 - 11, 2014 ERAU Daytona Beach Campus, FL www.daytonabeach.erau.edu/uas Curt Lewis