Flight Safety Information March 16, 2015 - No. 049 In This Issue Europe aviation safety agency sets out drone proposals European aviation safety set for serious reform United Airlines regional jet lands at O'Hare with no nose gear Jet evacuated at DIA after reports of smoke in the cabin Truck hits parked plane at Logan Investigation Underway into Chopper Crash United Pilots Say Airline Hasn't Addressed Their Safety Concerns Pilots' miraculous escape after planes crash in midair explode in a fireball (Video) IT TAKES CRAZY EFFORT TO CLEAR SNOW FROM AIRPORT RUNWAYS PROS 2015 TRAINING Airlines Could Be Tracking Their International Flights (Cheaply) By Summer, If Only American Airlines pilots: We don't like the new uniforms New U.S. stealth bomber shrouded in mystery Graduate Research Study/Survey Upcoming Events JOBS AVAILABLE (New Positions) Europe aviation safety agency sets out drone proposals FRANKFURT (Reuters) - Three categories of civil drone should be created to regulate unmanned aerial vehicles now used in everything from filming to farming and parcel deliveries, Europe's aviation safety body has proposed. The proposals would allow the new industry to grow whilst at the same time protecting people and goods, the European Aviation Safety Agency (EASA) said on Thursday. Drones in Europe are currently subject to a patchwork of regulations in each country and the European Commission wants a basic regulatory framework put in place by the end of this year. In France, where flights over Paris without authorization from aviation authorities are illegal, drones flying over major sites such as the Eiffel Tower and the U.S. Embassy caused alarm earlier this month. In Germany, drones must weigh no more than 25 kg while in Britain, drones of above 20 kg are subject to the same regulations as manned aircraft. In the United States, the FAA bans most commercial drone flights, though companies can currently apply for exemptions while new rules are finalised. Under the rules suggested by Cologne-based EASA, the lowest risk category would cover low-energy aircraft, including model planes, and would not require any license. Such drones must be flown within the line of sight, away from areas such as airports and nature reserves and up to an altitude of 150 meters. Flights above crowds would not be allowed in order to minimise the risk to people, EASA said. As soon as operations pose more risks to people or the drone needs to share airspace with other vehicles, a risk assessment must be carried out and then an authorization awarded. The highest category would be akin to current regulation for commercial manned aircraft, with multiple certifications required for operation, it said. "These rules will ensure a safe and fertile environment for this much promising industry to grow," EASA Executive Director Patrick Ky said in a statement. However the agency said the privacy risks posed by drones would need to be addressed at national level, for example by installing SIM cards. "They raise concerns if citizens feel that drones intrude in their private lives; if they illegally gather data; or if drones become flying nuisances," EU Transport Commissioner Violeta Bulc said at a conference on drones last week. The Commission is expected to present a draft law for the lowest-risk category by December 2015, so that businesses could operate drones across the EU by next year. http://kdal610.com/news/articles/2015/mar/12/europe-aviation-safety-agency-sets-out-drone-proposals/ Back to Top European aviation safety set for serious reform Europe's aviation safety watchdog wants cash-strapped EU nations to surrender some of their powers over safeguarding air travel in their own countries. The move comes with the publication of Vision 2020: EASA presents its Vision for the Future of the Aviation Regulatory System by the European Aviation Safety Agency. It is recommending to European transport chiefs in Brussels that when national authorities have a lack of resources or expertise, they should be able to delegate some of their oversight functions to other authorities or to EASA, in order to make sure that no safety risks are overlooked. The proposals which meet what EASA sees as crucial requirements for the future of the aviation regulatory system have now been forwarded to the European Commission as an 'EASA Opinion' and represent the result of industry consultations since September. The agency is also proposing that its scope is extended in new areas such as airport ground handling, RPAS (drones) and security and that member states can opt to have their state aircraft (excluding military) come under EASA's regulatory remit. 'EASA, that means the agency and its sister national authorities, need to be prepared for the challenges ahead. With these changes, we will be more proportional, flexible and proactive to increase the level of safety in European aviation' said EASA executive director, Patrick Ky, 'I believe that although our proposals are ambitious they are also reasonable. There is nothing wrong with being ambitious about safety'. The proposal will now be sent to the European Commission which will use it as an input for the amendment of the agency's current Basic Regulation during 2015. http://www.airtrafficmanagement.net/2015/03/european-aviation-safety-set-for-widespread-reform/ Back to Top United Airlines regional jet lands at O'Hare with no nose gear CHICAGO - United Airlines flight 3645 landed Saturday afternoon at O'Hare with no nose gear. The flight originated from Grand Rapids Michigan and landed at 3:24 p.m. There were no report of injuries. Emergency crews met the plane on the runway where the passengers were taken off and transported to a terminal. Department of Aviation spokesperson sites unspecific mechanical problems as the cause of the bumpy landing. http://wgntv.com/2015/03/14/united-regional-jet-lands-at-ohare-with-no-nose-gear/ Back to Top Jet evacuated at DIA after reports of smoke in the cabin A United CRJ700 aircraft similar to the one involved in the incident. DENVER - A passenger jet flying from Denver International Airport to Tulsa, Okla., was evacuated Sunday evening after reports of smoke on board. United Express flight 6377 was scheduled to leave at 5:22 p.m., but stopped on the runway after smoke was reported in the cabin, DIA spokesperson Laura Coale said. The craft, a CRJ700 that carries about 65-80 passengers, was evacuated via the normal stairs, according to DIA. Passengers were returned to the B concourse. According to United.com, the flight will be delayed about two hours. No injuries or criminal activity were reported. http://kdvr.com/2015/03/15/jet-evacuated-at-dia-after-reports-of-smoke-in-the-cabin/ Back to Top Truck hits parked plane at Logan No injuries reported in Southwest incident BOSTON -A truck hit a parked Southwest Airlines jet at Logan Airport early Monday. The incident happened at Logan's Terminal E. No injuries were reported and there is no fuel leak, according to state police. An investigation is underway to determine what happened. http://www.wcvb.com/news/truck-hits-parked-plane-at-logan/31817576 Back to Top Investigation Underway into Chopper Crash The National Transportation Safety Board has arrived on the remote scene of last Thursday night's EagleMed helicopter crash and have started the investigation into what cause the helicopter to go down. The chopper crashed near Lake Eufaula in McIntosh County. The area is so remote that it is only accessible by foot or an All-Terrain Vehicle. Even with an ATV, the crash site is a half-hour ride into the woods. The pilot, Matt Mathews died in the crash. Two other crew members were injured. The helicopter was in route to its base at McAlester, from Tulsa, when it went down. The NTSB is trying to figure out how best to get the debris from the crash site to a hangar to reconstruct the accident. This was the fourth EagleMed chopper to crash in Oklahoma in five years. http://publicradiotulsa.org/post/investigation-underway-chopper-crash Back to Top United Pilots Say Airline Hasn't Addressed Their Safety Concerns ByTed Reed NEW YORK ( TheStreet) -- As United (UAL - Get Report) and its pilots continue to dispute the integrity of aspects of the airline's safety practices, the leader of United's pilots said the carrier isn't acting to correct safety problems the union brought to the airline's attention in January. In a letter to members dated March 12, Jay Heppner, chairman of the United chapter of the Air Line Pilots Association, said pilot leaders met with airline officials on Jan. 28, and "reiterated our long-standing safety concerns that we believe are directly attributable to the company's actions or inactions. "We gave them a two-page list of these concerns," Heppner wrote. "In the last 42 days, the company has yet to make a commitment to a single item we highlighted in that meeting." A copy of the letter was obtained by TheStreet. Heppner said the items were broken down into categories involving training, flight planning, captain's authority to refuse to operate certain aircraft, standard operating procedures, crew resource management and irregular operations reports filed under the Flight Safety Awareness Program, a safety reporting system. United responded Sunday in a prepared statement, saying: "At United safety is our top priority and we will continue to work directly with our pilots to ensure the safety of all of our employees and passengers. "Further, we remain committed to collaborative and effective joint efforts with our union leadership as our safety standards and programs evolve," the carrier said. The safety dispute surfaced in January, when two top safety officials at United formally warned pilots in a memo after four recent "safety events and near misses." Those events included a pull-up maneuver because an aircraft was too close to the ground and a plane that arrived at its destination with too little fuel. The letter referred to a principle of aviation safety, that "every pilot must be willing to speak up if safety is in question (and) every pilot must accept the input of their fellow crew members on the flight deck." The authors acknowledged "this is a brutally honest message," but noted: "Bottom line: United is at a critical juncture in its history. "We are currently seeing a lot of movement in the pilot group, such as retirements, seat movements and new hires that -- while welcome -- introduce significant risk to the operation," the letter said. The Jan. 28 meeting came in response to the memo, Heppner wrote in his March 12 letter. "United pilots are among the safest and most professional in the world (but) some comments in the press would have you believe that we need admonishment," Heppner wrote. "We would instead like to turn the spotlight on our company's desire to cut costs system-wide. This plan has been implemented without regard to its effect on the quality of our training or on customer service and satisfaction." In particular, Heppner noted that the only two people who should be involved in a decision not to fly an aircraft on a given flight are the captain and the flight dispatcher. "While we have made progress in this area at many bases, too many chief pilots or their representatives still insist on inserting themselves in the process," he wrote. "Captains must not fear repercussions for actions related to safety, and flight operations must understand that a refusal comes after the risk assessment has been completed by the person responsible for doing so, the captain." A United pilot who asked not to be named said the concern reflects cases where chief pilots "are pressuring, harassing, intimidating, coercing, threatening captains into taking aircraft the captain deems unsafe." The pilot referred to the practice as "pilot pushing,' which occurs "when they put schedule and economics" ahead of safety http://www.thestreet.com/story/13079254/2/united-pilots-say-airline-hasnt-addressed-their-safety-concerns.html Back to Top Pilots' miraculous escape after planes crash in midair explode in a fireball Indonesian Aerobatics Aircraft Collide and Crash During Training LIMA air show This horrifying footage shows the moment two planes collided in mid-air and crashed to the ground in a fireball. The aircraft were part of an aerobatics team practising for the Langkawi International Maritime and Aerospace Exhibition in Malaysia. Miraculously, both pilots who are part of Indonesia's Jupiter aerobatics team, escaped death. Plane falls to the ground in flames after mid air collision. Miraculously the pilots survived (Picture: You Tube) However the New Straits Times report that they were both injured in the accident. This video, taken by onlookers appears to show the planes approaching and clipping each other. Flames then begin streaming for the aircraft as they fall out of the sky. As the plane loses altitude, a pilot's parachute is deployed. The New Straits Times reports that the four pilots injured in the crash were taken to a local hospital for treatment. http://metro.co.uk/2015/03/15/pilots-miraculous-escape-after-planes-crash-in-midair-explode-in-a-fireball-5105012/ Back to Top IT TAKES CRAZY EFFORT TO CLEAR SNOW FROM AIRPORT RUNWAYS A United Airlines jet blows snow on a runway at O'Hare International Airport , Feb. 1, 2015, in Chicago. AIRPORTS VIEW FIGHTING mother nature as war against cancelled flights, with runways as the battlefield. Much like state highway departments do, they prepare for bad weather with well-choreographed plans to deal with whatever might happen. It turns out that it takes quite a bit of snow to completely close an airport. Thanks to modern chemicals, gigantic snow-moving equipment, and really good planning, airports can keep runways and taxiways clear of snow long enough for some planes to take off and land. The biggest priority is keeping ice from forming on runways. Snow and rain can be easily dealt with, but once ice bonds to the runway surface, it takes a lot of work to get back down to dry pavement. That means constant preparation and hard work. Everything at an airport slows down when it snows. Runways where planes are normally taking off every 45 seconds now can only handle one every 90 seconds. Baggage handlers must move slower because of slippery conditions; planes must be actively deiced before taking off; and runways need to be shut down periodically so armies of trucks with giant plows and brushes can get them down to bare pavement. What it means is that in a snowstorm, an airport's ability to handle arriving and departing aircraft can be cut in half, or worse, which results in a lot of cancelled flights. As for how the airports keep the runways clear in winter weather, it's similar to how state highway departments keep the roads clear-though with some very different priorities and techniques. For example, highway departments use salt-based chemicals to keep ice from forming on roads. They work really well, but cars in winter states can accumulate rust as a result. Corrosion and airplanes do not mix, so airports need specialized (and really expensive) formulas that don't affect metal on the airframe. Highways generally use steel-tipped snowplow blades which can cause potholes, but are much cheaper. Airports cannot have potholes on the runway for obvious reasons, so they use polyurethane blades that are gentler on the surface. Like all things associated with aviation in this country, the process is heavily regulated by an FAA document called the Airport Winter Safety and Operations advisory circular. The 60-plus-page document advises airport operators on how to develop a snow and ice control plan, and tells them how to conduct runway friction surveys to determine if it's safe for a plane to land or take off. Industry groups like the American Association of Airport Executives are involved too, with airports in similar climates (Boston and New York, for example) working together to share best practices and knowledge. Normal climate helps determine how well an airport can respond to winter events. Airports that get 3 inches of snow per year probably won't buy 100 pieces of snow- moving equipment. That means that if they ever do have a big storm, one that would only inconvenience another airport in a snowier clime, that airport might be closed for a significant period of time because they simply couldn't keep the runway clear. Some airports get lots of heavy, wet snow and need to use plows to remove it. Other airports get dry, blowing snow, and can use what are effectively giant spinning brooms to clear the way. If it's rain turning to snow, airports will use dry chemicals and less liquid so it doesn't all wash away, and vice versa. "Big airports that get every conceivable type of precipitation-like Kennedy [Airport in New York City]-you'll wind up with a little bit of all of that," says Robert Junge, a former manager of airport operations at JFK. "You keep an arsenal on hand and take out of your toolbox the component pieces you need for that event." Airports work with the FAA, the ultimate controller of all the aircraft, to temporarily close runways so they can be plowed. At Kennedy, Junge says, it takes two liquid dispensing trucks with 75-foot-wide spray booms to cover each runway in liquid product ahead of a storm. Sometimes a third is added to ensure adequate overlap. As the storm progresses, massive teams will head out to remove snow from all the primary airport areas like runways and taxiways. At Kennedy, Junge says, it takes six massive plow trucks 45 minutes, dispensing 17,000 gallons of liquid chemicals along the way at some $8 per gallon. Once that 45-minute sweep is finished, much of the time the crews need to head back to the beginning because of snow that accumulates while they were working on the rest of the airport. Kennedy has 12 miles of very wide runway, plus 45 miles of taxiway and countless miles of vehicle service roads, ramp areas and more. It must all be plowed, inspected and kept safe. That doesn't even count all the parking lots, roadways, terminal access and more on the civilian side. Runways might be closed for 10 to 12 minutes while the trucks are out, and planes will shift to an alternate runway for takeoff and landing. Then they'll switch, continually rotating planes and plows as long as they can keep up. Airport operations supervisors will follow the crews, ensuring that the runway is safe for aircraft and that no parts of the truck were left on the runway, or that any landing lights are damaged. They'll make sure that the appropriate amount of liquid product was applied-too much can make the surface slippery. Too little does the same. They also use measurement devices to determine the coefficient of friction of a runway. With that data, teams can ensure that they are effectively clearing the pavement and that it's safe for planes to operate. If the weather gets bad enough, an airport might need to plow a single runway every 15 minutes, letting a few planes land in between passes. Eventually, the plows simply can't keep up and the airport needs to be closed entirely. "Today, it's very rare that runways close," says Junge. "The trick is to try to keep crews on the runways during the storm." The crews rotate, getting on and off a runway in eight to 12 minutes, then on to the next one, and then back to the first. "The goal is to keep the airport open, stay ahead of the storm, and stay as safe and efficient as you can." http://www.wired.com/2015/03/takes-crazy-effort-clear-snow-airport-runways/ Back to Top Back to Top Airlines Could Be Tracking Their International Flights (Cheaply) By Summer, If Only... BY: Dan Reed It's been a year since Malaysia Airlines Flight 370 disappeared, literally, from the planet, and the world's aviation safety authorities continue to move at relatively glacial pace to implement a new system to track airplanes' positions virtually anywhere in the world (even after their transponders are turned off, as happened on MH370). The International Civil Aviation Organization, the U.N. agency that attempts to set operational, legal and safety standards for airlines around the globe, has called on national aviation authorities to mandate the use of existing technology to automatically report planes' positions every 15 minutes - or even minute by minute if certain threatening conditions exist. But there's considerable debate about whether such a rule will be implemented by all nations by the Nov. 2016 target date set by ICAO. There's also questions about who will pay for what many assume will be a very expensive solution to a problem that, though devastating when it happens, remains very rare. But a Denver-based aviation consultant and retired international airline captain says most airlines - including U.S. giants American, Delta and United, and all the leading foreign carriers - that fly long-haul international routes could implement such a tracking system by this summer, and do so for less than $1 million a year per carrier in additional spending. What's more, he says, that modest expense would more than pay for itself by helping carriers shave time off flights, reduce delays, provide better service, and attract the loyalty of more and happier passengers. "All you would need is software that would alert someone whenever there's a deviation from the flight plan or some other issue that causes a plane not to be where it's expected to be. The cost of that likely is only about $50,000 a month," says Michael Baiada, president of ATH Group. " It's not an exorbitant expense at all for companies that operate dozens, even hundreds of international range wide body jets that cost $150 million or more each. Baiada retired late year from United Airlines, where he captained Boeing 747s on international routes - the kind of routes where accurately tracking the positions of aircraft in real time commonly is not done because those planes spend most of their time flying beyond the range of ground-based radar. As president of ATH Group Baiada has sought, largely unsuccessfully, to convince airlines that they can dramatically improve their on-time performance and other service quality performance items by applying Peter Drucker-inspired "operational excellence" managerial techniques and technologies. That's a tough sell to an industry that long has accepted, largely without question, that failing to provide what their customers most value - an on-time arrival - 30 percent of the time is not only acceptable but actually relatively good performance. Tracking flights, he says, should be a part of every airline's efforts to achieve operational excellence. Doing that would allow them to dramatically reduce costly delays and improve their brand image - and their bottom lines. "All it will take is for one carrier to adopt an operational excellence approach and it will be so popular with consumer and shareholders that all other airlines will be forced to follow," Baiada says. Being able to track all of their aircraft in near-real time would be a fortunate by-product of an airline's commitment to using operational excellence technology and techniques, he explains. And even if airlines don't buy into his operational excellence philosophy, Baiada says that airlines could add positive flight tracking capabilities at very low cost simply by learning to use the automated data reporting capabilities already onboard most of their international aircraft. Tracking such data, he says, would have made the difference between Malaysian Airlines staff not knowing that MH370 was missing for more than an hour (as actually happened) and their recognition of the problem within seconds of its transponders being turned off and its course altered. "They could have called the Malaysian Air Force and had a search plane up trying to find MH370 within 30 minutes - instead of 10 hours later," he says. "Who knows if they could have prevented a tragedy? But they certainly would have been able to find the plane and we wouldn't still be looking for it today." International range aircraft already are packed with an alphabet soup array of systems and technologies that periodically report certain types of data either to ground stations or satellites. Everything from the plane's GPS position, speed and altitude to engine performance data is transmitted by those multiple onboard systems to various authorities (air traffic controllers, airlines, engine makers) or to technology companies that, in turn, can - and in some cases already do - relay that data to those parties who contract to receive it. The problem, Baiada says, is that airlines don't collect all the data they could, and typically don't bother to monitor or analyze what aircraft position data they do receive from their planes in flight. The good news, he adds, is that carriers would not have to spend much, if any additional money to acquire all the data that's already being transmitted by their aircraft. Nor would it cost much to acquire software that could compile that data for flight tracking purposes and alert existing airline operations staff whenever a plane departs from its planned flight path or changes altitude dramatically. "They'd probably have to spend maybe $50,000 a month that they're not already spending, and perhaps buy or build the software, which wouldn't cost very much" Baiada said. "For international airlines that's not very much money at all." Nor would it require hiring more people or installing new equipment on planes, he says. "And there would be significant commercial benefits because having that information in near-real time would allow them to dramatically improve their airport operations, reduce delays and fuel burn, better allocate resources and manpower and deliver better service to happier customers," he says. "A positive flight tracking system would pay for itself over and over every year." http://www.forbes.com/sites/danielreed/2015/03/12/airlines-could-be-tracking-their-international-flights-cheaply-by-summer-if-only/2/ Back to Top American Airlines pilots: We don't like the new uniforms These are the new uniform styles being tested now by some employees. (AA photo) American Airlines is planning to change uniforms of pilots, flight attendants, airport agents and others, and has distributed some uniforms for testing by 500 employees. Related American Airlines' customers may see new gray uniforms being tested by employees this month On Wednesday, the Allied Pilots Association took an official position - it doesn't like the new pilot uniforms. In a hotline message to pilots, APA said its uniform committee presented its report on the new clothing to the APA board of directors Wednesday, and others offered their views. "While individual perspectives varied, the consensus is that the uniforms as tested are unacceptable and management needs to identify a new uniform vendor," the hotline said. "The testers cited concerns regarding material quality, uniform construction and fit." APA reps presented their views to American Airlines management Wednesday afternoon. The hotline said the APA delegation was directed to state "our strong desire" for six things, and we quote from the hotline. 1. A single-breasted/double-breasted choice, (if no choice is allowed, APA prefers the single-breasted jacket), 2. Acknowledgment of the need for regional/operational differences (e.g. Domestic vs. International, Caribbean, including an optional leather bomber jacket etc.), 3. American made pilot uniform (preferably union made), 4. Top quality fabric, fit and production, 5. Fabric that does not create allergy or health issues for crews, and 6. Another pilot wear test and survey with our concerns addressed before final decisions are made. http://aviationblog.dallasnews.com/2015/03/american-airlines-pilots-we-dont-like-the-new-uniforms.html/ Back to Top New U.S. stealth bomber shrouded in mystery Pentagon to upgrade its stealth aircraft for first time since 1970s, developing a classified, next-generation bomber Air Force plans to award contract to build Long Range Strike Bomber later this year Air Force suggested it will offer a "cost-plus" contract, meaning government takes on risk of any cost overrun Indications are that new bomber will carry conventional and nuclear weapons and could possibly operate with or without a pilot Atlanta (CNN)Nearly 30 years after the first U.S. stealth bomber took flight, the Air Force's aging fleet is primed for a makeover; albeit an expensive one. The Pentagon is looking to upgrade its stealth aircraft for the first time since the 1970s, developing a high-priority, super-classified, next-generation bomber. The Air Force plans to award a contract to build and develop the Long Range Strike Bomber to one of the industry's most powerful firms later this year and hopes to integrate them into the fleet by the mid-2020s. Competing for the prize are Northrop Grumman, the developer of the Air Force's current bomber, the B-2, and a partnership between aeronautic juggernauts Boeing and Lockheed Martin. Before the House Armed Services Committee earlier this month, William LaPlante, assistant secretary of the Air Force for Acquisition, suggested the Air Force will offer a "cost-plus" contract to the winning firm, meaning the government will take on the risk of any cost overrun. "My belief on the LRS-B (Long Range Strike Bomber) is it's going to be more traditional in the sense that we are doing a little bit more cutting edge" development, LaPlante said. The Air Force has said it plans to leverage existing technologies to help keep the LRS-B affordable. However The Center for Strategic and Budgetary Assessments, an independent, nonpartisan research group, warns "near-sighted, build-for-today acquisition strategies may render the issue of 'affordability' moot, as affordability must also be assessed in the context of a capability's mission effectiveness over its projected lifespan." Along with the F-35 Joint Strike Fighter and the KC-46 tanker, the LRS-B is one of the Air Force's top modernization priorities, and some experts say its development will go far beyond simply upgrading an aging bomber fleet. Retired Air Force Lt. Gen. David Deptula told CNN this week that it is inaccurate to label the LRS-B as simply a "bomber" and that officials need to shed the "old think" way of categorizing airplanes into different mission areas. The new "Long Range Sensor Shooter," as Deptula calls it, will have the ability to create a self-forming, self-healing "combat cloud" capable of sharing information with other aircraft and conducting a diverse array of operation types. Pentagon officials have stressed the importance of developing the new long-range strike bomber calling it critical to national security and nuclear deterrence. It is "absolutely essential for keeping our deterrent edge," former Defense Secretary Chuck Hagel said in January. "We need to do it. We need to make the investments. We'll have it in the budget." Deptula said the No. 1 reason to upgrade the long-range sensor force is to counter the constantly evolving threats around the world. "The Chinese, Iranians and Russians ... have built advanced anti-air systems and long-range fighters, to attack our bases and aircraft carriers," he said. Adm. William Gortney, commander of the North American Aerospace Defense Command, expressed similar security concerns to the Senate Armed Services Committee, Thursday, telling lawmakers Russia is continuing to work on its program to deploy "long-range conventionally armed cruise missiles," that can be launched from its bomber aircraft, submarines and warships. Capabilities Officials have been tight-lipped as to the specific capability expectations for the LRS-B, but indications are that it will be stealth, able to carry conventional and nuclear weapons and could possibly operate both with or without a pilot. Northrop Grumman teased an initial structural design for the aircraft in an ad during the Super Bowl, stopping short of highlighting specific features. Tim Paynter, a company spokesman, said the aircraft shown on TV is "representative of any future aircraft our customers may ask us to build." Generally speaking, Deptula said the LRS-B must have long-range capabilities, be able to carry a large payload, have high survivability and have sufficient adaptability to incorporate evolving sensor and weapon technology. Long-range capability provides the Air Force with the flexibility to persistently respond to threats around the world and reach deep into enemy territory to hit fixed and mobile targets unreachable by cruise missiles, Deptula said. Large payload capability allows for operations with fewer aircraft and increases loiter capability and efficiency, he said. Modernized stealth tactics and upgraded electronic warfare capabilities would allow the aircraft to enter enemy airspace without suffering prohibitive losses. Cost The mysterious Long Range Strike Bomber program is the most expensive weapons system under the Air Force's $17 billion research, development, test and evaluation funding request for 2016. The Air Force requested $1.2 billion for the program under the President Obama's $534 billion proposed 2016 Pentagon budget. Since 2011, the Pentagon has said the LRS-B bomber will cost close to $550 million per airplane, projecting a $55 billion price total for 100 planes. Critics insist the actual cost of the LRS-B will exceed the initial $500 million estimate; yet Pentagon officials continue to publicly tout the cost figure. "It's like $550 million per copy," Rear Adm. John Kirby, the Pentagon spokesman, said this January. "It's an estimate based upon multiple reviews of the program and not a single source." LaPlante acknowledged the target cost of the LRS-B has increased due to inflation since the initial estimate was made in 2010, saying "$55 in 2010 is $57 or $58 today. We know that. But we put it in as a requirement -- to build 100 airplanes, it's going to cost $550 million (each). What that does is, that drives the design. Industry has to design to that number and we're going to assess against that number." Regardless of the exact cost, Deptula said price should not be quantified per individual aircraft, but rather within the context of what the LRS-B system will be able to accomplish compared to the cost of carrying out operations with less-advanced, shorter-range aircraft. "How can we not afford it?" he said, warning a failure to incorporate a combat cloud system could actually exacerbate budget demands. The Pentagon's Future Years Defense Program projects the LRS-B's budget will increase to $3.7 billion for research, development, test and evaluation in 2020, bringing the total development cost to roughly $24 billion, according to the CSBA. If Air Force buys 100 planes by the mid-2030s, the research group estimates the program's total cost will be closer to $90 billion. The Center for Strategic and Budgetary Assessments said intentionally planning to enhance an aircraft's capabilities over time could also reduce the up-front sticker shock of the LRS-B. "Instead of buying them with all desired mission functionalities when they first roll off the assembly line, it may be possible to equip new combat aircraft with the most essential systems and plan future block upgrades to keep pace with emerging technologies and threats as funding permits," the group said in a 2014 report. http://www.cnn.com/2015/03/14/politics/u-s-air-force-stealth-bomber/ Back to Top Graduate Research Study/Survey You are receiving this message as a courtesy to Ms. Ulreen Jones, a PhD candidate at Florida Institute of Technology's doctoral program in Aviation Sciences in the College of Aeronautics. She is investigating the possible causal factors associated with runway incursions, specifically pilot deviations, and is seeking your assistance to complete an online questionnaire. Ms. Jones endeavors to understand why pilot deviations occur and how airfield design, marking, lighting, and signage may contribute to runway incursions. Please note that this organization does not necessarily support Ms. Jones' study and your participation is strictly voluntary. If you wish to participate, you may access the online survey via the following link: http://pdris.questionpro.com Back to Top Upcoming Events: Fundamentals of IS-BAH March 31, 2015 Houston, TX USA https://www.regonline.com/builder/site/Default.aspx?eventid=1657518 IS-BAH Auditing April 1, 2015 Houston, TX USA https://www.regonline.com/builder/site/Default.aspx?eventid=1657519 Fundamentals of IS-BAH June 15, 2015 St. Hubert, Quebec Canada https://www.regonline.com/builder/site/Default.aspx?eventid=1659069 IS-BAH Auditing June 16, 2015 St. Hubert, Quebec Canada https://www.regonline.com/builder/site/Default.aspx?eventid=1659079 Air Charter Safety Foundation (ACSF) NTSB Training Center, Ashburn, VA March 10-11, 2015 www.acsf.aero/symposium ERAU NextGen 101 Seminar April 21-22, 2015. Washington D.C. http://proed.erau.edu/programs/specialized-industry-training/nextgen-101-seminar/index.html FAA Helicopter Safety Effort three-day safety forum April 21-23, 2015 Hurst, Texas eugene.trainor@faa.gov www.faahelisafety.org ERAU OSHA & Aviation Ground Safety Seminar Daytona Beach, FL Apr.13-17, 2015 www.erau.edu/cmas ERAU Aviation Safety Program Management Seminar Daytona Beach, FL Apr.20-24, 2015 www.erau.edu/cmas Safety Smackdown Partnership for Corporate Aviation Training San Antonio, TX April 20-22, 2015 http://www.p4cat.org/ ERAU Aircraft Accident Investigation Seminar Daytona Beach, FL Apr. 27-May 1, 2015 www.erau.edu/cmas ERAU Advanced Aircraft Accident Investigation Seminar Prescott Campus, AZ May 4-8, 2015 www.erau.edu/cmas ERAU Aviation SMS Seminar Daytona Beach, FL May 12-14, 2015 www.erau.edu/sms Back to Top JOBS AVAILABLE: AOD Safety Specialist Fedex Express https://www.appone.com/MainInfoReq.asp?R_ID=1013504 Safety Management System (SMS) Analyst Piedmont Airlines WWW.PIEDMONT-AIRLINES.COM/CAREERS Vice President Aviation Aerosafe Risk Management recruitment@aerosafe.com.au MID-LEVEL AIRCRAFT ACCIDENT INVESTIGATOR/MISHAP INVESTIGATOR General Atomics Aeronautical Systems https://sjobs.brassring.com/TGWEbHost/jobdetails.aspx?partnerid=25539&siteid=5313&AReq=4926BR&Codes=ICLC EXPERIENCED AIRCRAFT ACCIDENT INVESTIGATOR/MISHAP INVESTIGATOR General Atomics Aeronautical Systems https://sjobs.brassring.com/TGWEbHost/jobdetails.aspx?partnerid=25539&siteid=5313&AReq=4927BR&Codes=ICLC Manager Airport Operations Safety in Portland Oregon Alaska Airlines https://tam.alaskaair.com/psc/asjobs/EMPLOYEE/HRMS/c/HRS_HRAM.HRS_CE.GBL?Page=HRS_CE_JOB_DTL&Action=A&JobOpeningId=25161&SiteId=10&PostingSeq=1 ? Safety Risk Manager Air Astana http://www.aviationjobsearch.com/job/safety-risk-manager/3104396 Curt Lewis