Flight Safety Information March 10, 2016 - No. 049 In This Issue PROS 2016 TRAINING Aircraft debris from Mozambique handed over to Malaysian officials Argus to Acquire UAS Safety Trainer USI Hole in runway at LaGuardia Airport causes flight delays, officials say.. Himalaya takes delivery of its first jet FedEx: Amazon jet lease was expected Boom box sparks brawl on Los Angeles-bound jet How Airline Pilots Lost the Basic Skills You Can Now Lease an Eclipse 550 Personal Jet for Just $40,000 United confirms 10-abreast seating on some of its 777s First customer CSeries aircraft near completion Q&A: John Hansman on the first global standards for aircraft emissions Aviation Research Request Aircraft debris from Mozambique handed over to Malaysian officials A photograph of debris thought to be from the missing Malaysian Airlines MH370 plane is seen in this handout picture taken on February 28, 2016. - Reuters MAPUTO: The Mozambique National Civil Aviation Institute (IACM) has handed over a piece of aircraft debris to a team of Malaysian experts who hope to establish whether it came from the missing Malaysian aircraft, Flight MH370, which disappeared during a flight from Kuala Lumpur to Beijing two years ago. The fragment contains the English words No Step, and is thought to come from a horizontal stabiliser of an aircraft tail. It was discovered by an American tourist on a sandbank on Bazaruto island, off the coast of the southern Mozambican province of Inhambane. Flight MH370 vanished from the radar screens exactly two years ago on March 8, 2014, with 239 people on board. Asked about the piece of debris last week, the IACM Chairperson, Joao de Abreu, cautioned against jumping to any conclusion that it came from MH370. He stressed the importance of establishing what kind of aircraft it was from. According to a report in the independent daily O Pais, the three experts who received the fragment on Monday are from the Malaysian Civil Aviation Authority, Malaysia Airlines, and the body investigating the disappearance of MH370. The experts guaranteed that, after they have reached their conclusion, they will inform the Mozambican civil aviation authority on the results of their investigations. So far the only piece of debris from MH370 recovered is a fragment of a wing that washed up on a beach on Reunion Island in July last year. http://www.thestar.com.my/news/nation/2016/03/09/aircraft-debris-from-mozambique-now-under- malaysian-custody/ Back to Top Argus to Acquire UAS Safety Trainer USI Aviation safety audit group Argus International (HAI Convention - Booth 8945) intends to acquire Unmanned Safety Institute (USI) of Orlando, Fla., the company announced. The institute is a privately held business that focuses on safety training, certification and management for operators of unmanned aircraft systems (UAS). It is projected that this transaction will be completed by the end of the month. "Aligning ourselves with a recognized global leader in aviation safety such as Argus will allow USI to more quickly grow our service offerings, geographic reach and cross-over offerings to the rotary and fixed-wing industry, which is already adding UAS to their list of aviation assets," stated USI president Aaron Greenwald. https://www.ainonline.com/aviation-news/general-aviation/2016-03-02/argus-acquire-uas-safety-trainer- usi Back to Top Hole in runway at LaGuardia Airport causes flight delays, officials say A hole in one of LaGuardia's two runways caused hours-long flight delays Wednesday afternoon and closed one runway for about five hours. A Port Authority spokesman said runway 13/31 was closed at about 3:10 p.m. after a departing aircraft reported seeing broken pavement on the runway. The spokesman for the Port Authority, which owns and operates LaGuardia, said they don't know the cause or the size of the damage to the runway. A Federal Aviation Administration spokeswoman said they were told by the Port Authority that the agency was repairing damage at the approach end of LaGuardia's runway 13. Frustrated travelers who waited for hours in long lines on the tarmac took to social media to vent about the delays. "Pothole found on the #LGA runway. Flight delays, 30th in line to takeoff! @NYGovCuomo please help this city's potentially great airport!" said Twitter user @jeffersongaddis. "3rd world country laguardia airport has only 1 runway working & at least 40 airplanes waiting in line 4 takeoff on beautiful sunny nite," tweeted user @michaeltomaso. As of 9 p.m., arriving flights had returned mostly to schedule, according to the FAA's website. Departing flights are subject to a ground delay program as the airport works with half of its usual runway capacity, and the FAA's website offered a delay estimate of about an hour. Travelers are being asked to check with their airlines for specific delay details. http://www.newsday.com/news/new-york/laguardia-airport-runway-hole-causes-delays-officials-say- 1.11556782 Back to Top Himalaya takes delivery of its first jet Mar 9, 2016- Himalaya Airlines, a Nepal-China joint-venture company, has taken delivery of its first aircraft -- brand new Airbus A320 jetliner -- to serve the international market starting next month. Himalaya will be the third Nepali carrier in service to serve the international sector after Nepal Airlines and Buddha Air. The 158-seater aircraft, dry leased from a Chinese company in Chengdu, landed at Tribhuvan International Airport (TIA) on Wednesday afternoon. The start-up private carrier plans to lease another A319 jet by June. The airline is scheduled to conduct its maiden commercial flight on the Kathmandu-Delhi sector. Himalaya will be the sixth airline to operate on the sector after Nepal Airlines, Jet Airways, Air India, Druk Air and IndiGo. It plans expand to the Kathmandu-Doha route from April 12. Himalaya will be the second carrier to connect Doha from Nepal after Qatar Airways. "We will be operating daily flights on Delhi and Doha routes by the beginning of April and expand networks to Lhasa, Chengdu and Beijing in China a few months later," said Salina Nakarmi, brand officer at Himalaya Airlines. With the arrival of the A320, the carrier will conduct test flights on a number of destinations before putting the aircraft into commercial operation. Nakarmi said they are yet to unveil the promotional fares on the proposed routes. The airlines had previously planned to launch scheduled flights from October 2014, but the plan was deferred due to "some technical problems". It was further delayed by the devastating April 25 earthquake. The company plans to link various Asian and Middle East cities initially. It also plans to acquire 15 Airbus aircraft, including long-haul A330 wide-body jets, to expand operations to Japan, Korea, Europe, Australia, and America in the next five years. Initially, Himalaya had planned to operate Kathmandu-Lhasa flights to become the second international carrier linking directly to the administrative capital of Tibet after Air China, but the plan was changed given the A320 aircraft cannot land at Lhasa airport. Himalayan Infrastructure Fund Aviation Investment and Yeti World Investment hold a 51 percent stake in the company, while Tibet Airlines owns 49 percent. The company has a paid-up capital of $25 million. It is the biggest foreign direct investment from China in Nepal's aviation sector. Currently, 25 international and two Nepali airlines fly to 23 destinations in 13 countries from Nepal. The country has signed air service agreements with 38 countries so far, the latest being New Zealand and Vietnam. http://kathmandupost.ekantipur.com/news/2016-03-09/himalaya-takes-delivery-of-its-first-jet.html Back to Top FedEx: Amazon jet lease was expected FedEx officials weren't surprised by Wednesday's confirmation that e-commerce giant Amazon has agreed to lease 20 air freighters and buy a stake in Air Transport Services. Amazon said it has finalized an agreement to lease Boeing 747 freighters from the Wilmington, Ohio-based transport company as part of a push to build out U.S. delivery infrastructure. FedEx officials have maintained they don't view Amazon's growing transportation capability as a serious threat to the major players in e-commerce deliveries: FedEx, UPS and the U.S. Postal Service. "Today's announcement is not a surprise," Patrick Fitzgerald, FedEx senior vice president, integrated marketing and communications, said. "We work closely with Amazon and have been aware for some time about their need for supplemental air capacity related to inventory management. Amazon continues to be a valuable FedEx customer." Amazon has been adding sorting centers and delivery trucks to keep up with business volume. Amazon says the goal is not to compete with package delivery carriers such as FedEx and UPS but to improve logistics to serve customers better. The aircraft leases are for five to seven years. The agreement for the operation of the aircraft will be for five years. Amazon is also taking a stake in the Wilmington, Ohio-based company. It will get warrants to buy during a five-year period up to 19.9 percent of the company's shares at $9.73 per share. Dave Clark, Amazon's senior vice president of worldwide operations and customer service, said in an emailed statement that the agreement will help supplement its existing delivery network and ensure the company has the air cargo capacity to support one- and two-day delivery for its customers. http://www.commercialappeal.com/business/FedEx-Amazon-jet-lease-was-expected-371553371.html Back to Top Boom box sparks brawl on Los Angeles-bound jet LOS ANGELES (AP) - Authorities say a flight on a Los Angeles-bound plane turned into a mid-air brawl over a noisy boom box. It happened Wednesday morning aboard Spirit Flight 141 from Baltimore. Authorities tell the Los Angeles Times (http://lat.ms/224qeQU ) that two intoxicated women began blasting music. When other passengers asked them to turn it down, they refused and instead held the boom box in the air and waved it around. Spirit Airlines spokesman Paul Berry says that's when a second group of passengers approached and there was a scuffle. Police were notified and when the plane landed at Los Angeles International Airport, five women involved in the fight were pulled off the plane. The FBI also was called to investigate but nobody was arrested. http://wtop.com/national/2016/03/boom-box-sparks-brawl-on-los-angeles-bound-jet/ Back to Top How Airline Pilots Lost the Basic Skills By: Richie Davidson (Aviation writer, pilot) There is an age-old truism that follows any profession. When separated from the passion which spurred a person to it, and seduced by specialization, a person becomes less able to handle anything but the specialty. This knowledge is universal and inherently understood. Were you in need of a bodyguard and offered two soldiers, one tasked with stateside logistics or a foot soldier fresh from combat, which would you pick? Any reasonable person would take the latter. If your life depended on a boat ride upstream against rapids, would you rather your captain be a fisherman or first mate on a cruise ship? The choice is not difficult. However, what if you were a passenger on a commercial jetliner that had run out of gas? Given the choice, would you choose the pilot who flies small aircraft on days off or the fighter pilot who learned in jets and flew combat? History shows the small aircraft pilot to be your best bet. Plagued by the notion flying is a sport of rich kids and playboys, it has suffered from societal mishandling. The typical person no longer views an airplane with excitement or its pilot with envy. Instead, citizens and politicians alike seek endlessly to ground both. This is a problem. Is flying a small airplane fun? YES. It's amazing. Nevertheless, it also happens to be the best place on Earth for all pilots to learn and practice basic flying skills. Almost daily, something crosses the wire concerning the loss of basic skills among commercial pilots. When several of the industry's most recent and ominous milestones tracked back to this issue, everyone had something to say. Unfortunately, those prone to hysterics became the guiding light for Congressmen looking to score points. Emotionally distraught family members grasped at resolution while the pilots of the crash on the Hudson supported solutions founded in myth. Both groups, believing their connection to disaster gave them knowledge, spoke freely about something they did not fully understand. This would lead to a bill reflecting the overreaction of trauma and folly of fame. As any aviation enthusiast can tell you, the number of hours logged by a pilot is a poor way to judge skill. The growth of ability in aviators focused on the airlines slows to a crawl by the time they meet the most basic commercial minimums. Hours flown from there on become less important. How each hour is flown, though, that is critical. Despite this knowledge, Congress forged ahead to create a bill that flew in the face of it (H.R.3371 - Airline Safety and Pilot Training Improvement Act of 2009). The House, continuing to display 'inside the beltway' ignorance, left the FAA in charge of the rule's final wording. There, additional recklessness would happen. Requiring pilots to attain an existing and outdated rating, known as the ATP, caused chaos. Based primarily on a specific number of hours flown, military pilots, who rarely have as much flight time as their civilian counterparts, would lose the bias-based advantage they'd enjoyed for decades. Additionally, pilots taught to fly at aviation universities, commonly knowns as a "puppy mills," would be burdened with higher student debt. Therefore, both of these groups received an arbitrary break on the required flight time. Everyone else had to show 1500 hours. The rule punished aviation's primary source of basic flying skills, general aviation (GA). Pinching an industry already tight on people would not help. The core issue, supposedly addressed by the new rules, accelerated. Stick and rudder skills marched toward extinction. There was a time when airline pilots frequented general aviation airports. Today, not so much. Gone are the days the pilots of your 747 would fly small planes during days off. It takes ages to earn a good job and seconds to lose it. Therefore, when it comes to employment, aviators are extremely risk averse. Intentional or not, FAA actions preyed on this. Imagine if a single speeding ticket meant a practical driving test would be required to maintain a license. If you drove a vehicle for a living, you would spend less time behind the wheel on days off. This is how the FAA began its subtle war on pilots in the '90s. The agency began using a tool known as a "709 ride," long reserved for aviators with a pattern of recklessness, for everything. Soon, bureaucrats were affecting livelihoods for items equal to an incomplete stop at an intersection or sliding off the road in a blizzard. Because pilots are also expensive to train and lose, rumors flew that the unions and airlines alike were discouraging the operation of small aircraft. Within the walls of crew rooms, a single phrase became a depressing statement, "It's not worth it anymore." Adding insult to injury, the FAA would later rule many forms of general aviation flying, such as instructing new pilots, would count toward the maximum number of commercial hours a 121 (airline) pilot could fly in a year. This further diminished the upkeep of basic flying skills and ran many who taught those skills out of business. Yet, the Feds continued to allow National Guard and military reserve pilots to fly without those hours counting against the limit. The message to general aviation was clear -- The FAA has no positive interest in GA, and, if you fly for a living, you should avoid it. The FAA took it a step further in the early 2000's. FITS, a program created by the FAA, and pushed heavily on general aviation, actually stated its purpose was to move primary instruction away from the traditional basic flying skills approach toward a situation based method. In other words, their proposal was, in a sense, common core for aviation. A decade later, many pilots struggle to perform the most basic and critical maneuver, a stall recovery, and the FAA is seeking to understand why. Sadly, the answer lies with the FAA itself. http://www.huffingtonpost.com/richie-davidson/how-airline-pilots-lost-the-basic-skills_b_9415270.html Back to Top You Can Now Lease an Eclipse 550 Personal Jet for Just $40,000 The twin-engine Eclipse 550 is a true "personal jet"-small, nimble, and designed to be flown by an owner- pilot. Now the five-seat (a sixth-seat option is available) jets are available to all pilots through time-share, lease, and jet card programs offered by Ascension Air. The Atlanta-based company manages a fleet of Cirrus piston airplanes, and says the Eclipse jet is a natural step up for its customers, but it will also provide training for other qualified pilots ready to acclimate to the jet. Ascension Air offers its Eclipse customers access to experienced safety pilots, who can fly along with a new jet pilot until he or she is comfortable flying solo. Even after a pilot is fully checked out, the program provides access to a safety pilot anytime, at no additional cost. Prices for the lease packages start at $40,000 for the Contrails JetCard, which includes 25 hours of flight time. The company also offers time- share and lease options that allow 50 flying days per year. The highly efficient jet costs only 60 cents per mile more to fly than a high-performance piston plane, according to Eclipse-which joined forces last year with Kestrel Aircraft to form One Aviation. The Eclipse 550 can fly at altitudes up to 41,000 feet and it cruises up to 430 mph, while consuming just 59 gallons of fuel per hour. Its maximum range is 1,125 miles. (ascensionair.net; oneaviation.aero) http://robbreport.com/aviation/you-can-now-lease-eclipse-550-personal-jet-just- 40000#sthash.Lwo5ZAPL.dpuf Back to Top United confirms 10-abreast seating on some of its 777s United Airlines plans to retrofit 19 of its 74 Boeing 777 widebodies into a high-density domestic configuration that will include 10-abreast seating in economy, the carrier confirmed to Today in the Sky. United will apply the change to nine of its Boeing 777s that are already used for domestic flights, mostly on flights to and from Hawaii. The other 10 Boeing 777s to be retrofitted will be shifted from United's long- haul international routes, a move that comes as the carrier's new Boeing 787 "Dreamliners" pick up more of that flying. United's move to 10-across seating in the coach cabin of its 777s echoes a broader industry trend on the popular widebody. Boeing says airlines ordering the aircraft requested 10-across seating on about half of the 777s delivered last year. That's up from about 30% in 2008, according to the U.S. jetmaker. Even among U.S. carriers, American already flies some of its 777s with a 10-abreast layout in coach. Emirates, All Nippon Airways, Air New Zealand, KLM and Air France are among global carriers flying at least some of their 777s with 10 across in coach, a configuration that allows them to add more revenue- producing seats to the plane. As for United, the update to its 19 Boeing 777s - set to begin this May - will increase capacity to 364 seats, including 28 in business class and 336 in coach. That will be a 20-seat increase over the comparable domestic-configured 777s that United currently uses on the domestic routes from Hawaii. As has been rumored, the coach-class layout will feature 10-abreast seating in a 3-4-3 configuration. Currently, United's domestic-configured 777s seat nine across in coach in a 2-5-2 layout. United expects to have all 19 of the 777s scheduled to get the retrofit completed by May 2017. United's 777s that remain on international routes will continue to seat 9-across in coach. Those 55 aircraft have up to 269 seats total. While the economy cabin in the reconfigured domestic 777s will go from 9- to 10-abreast, there will be some upgrades. United will install in-seat power outlets throughout the cabin, including in coach. The 777s will be Wi-Fi-enabled, allowing passengers to stream entertainment options to their personal devices. United also will install two mobile device holders - one for tablets and one for phones -- at each economy seat. In business class, United will replace the recliner seats now on the domestic 777s with flatbed seats. With the retrofits, all 19 of United's 777-200 models of the jet will be in the domestic configuration. All 55 of United's 777-200ERs will retain the international configuration. United has not yet revealed what its plans will be for the new 777-300ERs that are yet to be delivered to the carrier. http://www.wfaa.com/money/united-confirms-10-abreast-seating-on-some-of-its-777s/75354380 Back to Top First customer CSeries aircraft near completion The first CSeries CS300 for launch operator airBaltic is on the final assembly line at Bombardier Commercial Aircraft's plant in Mirabel, near Montreal. At the same time, the first aircraft for CS100 launch operator Swiss International Air Lines is complete and has been powered up at Mirabel ahead of first flight. The CS100 is on track to enter service with SWISS in June, and the CS300 with airBaltic in the second half of the year, Bombardier VP-CSeries program Rob Dewar said during a media tour Wednesday. The first production CS100, aircraft P1, has begun route-proving flights for SWISS. Based in Zurich, P1 has so far flown to Hannover and Brussels, flown by Bombardier pilots but with SWISS proving ground support. Initial flights are there-and-back, but the CS100 will shortly begin operating six flights a day between different destinations, as it will in SWISS service, to iron out any issues. P1 has completed 450 hours of a 600-hour extended function-and-reliability test phase to be completed before entry into service (EIS). There have been snags, but no dispatch interruptions so far, Dewar said. P1 is in the Build 6 certification standard, and Bombardier will shortly begin flying the EIS standard, Build 7. This cleans up nuisance warnings and introduces capabilities including Category 2B landings, hot-and- high runways and steep approaches. The first of two CS300 flight-test aircraft, FTV7, is now at around the 500-hour mark. The second joined the flight test program at Mirabel March 3 and is the first with an interior. Dewar said the aircraft was on track for certification about six months after the CS100, which received Transport Canada approval in December. Nine CSeries have been built so far, he says, and CS100s up to serial number 50015 have progressed through fuselage and wing join at Mirabel. The first CS300 for airBaltic has completed fuselage join. Bombardier plans to deliver 15-20 CSeries this year to SWISS, airBaltic and other operators. The CS100 can seat 100-133 passengers, but is typically being specified with around 117 seats dual-class. Able to accommodate up to 160, the longer CS300 is being specified typically with 148 seats single-class and 137 dual, Dewar said. http://atwonline.com/manufacturers/first-customer-cseries-aircraft-near-completion Back to Top Q&A: John Hansman on the first global standards for aircraft emissions Aviation is "a critical link in solving worldwide environmental challenges," says MIT professor. Last month, the United States and 22 other countries agreed to the first-ever global carbon emissions standards for commercial aircraft. The standards, set by the United Nations' International Civil Aviation Organization (ICAO), are estimated to reduce carbon emissions by more than 650 million tons between 2020 and 2040 - roughly equal to the emissions produced by 140 million cars in a single year. The standards will apply to all new aircraft designs launched after 2020 and will be phased in for existing aircraft models launched after 2023. John Hansman, professor of aeronautics and astronautics at MIT, led the MIT technical analysis that contributed to setting the standard. MIT News spoke with Hansman about MIT's role in the international negotiations and whether a less polluting fleet will look much different from today's aircraft designs. Q: What technological and regulatory changes will have to be made in order to meet these aircraft emissions standards? A: If (the standard) is adapted, basically new airplanes in the future will have to be at the state of the art of fuel efficiency. What that means is, the engines and the aerodynamics of the airplanes will have to be efficient, and the targets for efficiency will vary depending on the size or weight of the airplane: more aggressive for larger airplanes that fly longer distances - those would be Boeings, Airbus, et cetera - not as tight for small corporate jet airplanes. Because fuel, particularly in the past few years, has been expensive, aircraft manufacturers have already been trying to make their planes as efficient as possible. This means the current airplanes that are the most efficient, like the Boeing 787 and the Airbus A350, will not change - they already meet the standard. But airplanes we've been producing for a long time, that are older designs, would have to be upgraded. So [the standard] puts a limit on how long those airplanes will be able to be produced before you have to modernize the design. The airplanes will not look that different from the outside. Most of the changes are subtle and have to do with the engines, like the size of the fan in the engines, internal parts of the engine, the weight of the components, and the aerodynamics. You might see some external shape changes such as winglets, but many aircraft have already incorporated them for efficiency improvements. Q: Does the technology exist today to meet these standards? A: Yes. When you determine standards like this, there's always a tension, which is, you'd like to make them as aggressive as possible. But if you make them unrealistically tough, people can't [meet the standard]. So part of the analysis is to determine what's feasible. When the standards were being evaluated, you couldn't assume magic changes in technology. You tend to use the best demonstrated or available technology and aircraft as the existence proof for what you can get. It's possible that 10 or 20 years from now there will be new technologies. In fact we're working on some, like the D8, Double Bubble [aircraft], which would be an improvement in efficiency well past what this standard would require. But at this point, the D8 is considered an unproven technology. What we're really doing is bringing everybody up to the level of technology that we know we can meet. There's sort of a sweet spot of pushing the technology enough, but not pushing it so far that people are disincentivized to actually create new designs. Q: What was MIT's role within this international process? A: About eight years ago, there was a subcommittee set up within the ICAO's Committee on Aviation Environmental Protection to look at this with members from around the world. We were asked as part of the FAA's Center of Excellence to come on this team to help do technical analysis and modeling of how good the technologies could be, how much improvement you could get, and what the impact would be on certain aircraft designs. The first phase was to come up with the right metric. We were interested in CO2, but the amount of CO2 you generate is proportional to the amount of fuel you burn. So the ultimate metric became an equivalent to the miles per gallon you'd have for a car, and it's called the Specific Air Range, versus the takeoff weight of the airplane. It was recognized that for higher takeoff weights, you'd have higher performance requirements. Once the metric was agreed upon, it was then necessary to determine what the target levels would be - basically, what mile-per-gallon performance would be required to certify an aircraft. This will force some aircraft to have to be redesigned. As you can imagine, your view of where to draw the line depends on what country you are and what manufacturers are within your country. Within MIT, we had worked on developing tools that could model both environmental and cost impacts of policy changes. One is the Aircraft Environmental Design Tool. What it does is to model all the aircraft flights around the world. We can input the performance of each aircraft including its environmental performance. As the aircraft fly, we track the amount and location of emissions of CO2 and other effluents like sulfur dioxide. We can also look at noise impacts. Using the tool, we modeled the impact of the current fleet and then the impact of potential levels of the new standard. For a given level, of the airplanes that didn't meet the standard, we created new designs for those airplane types, and flew the new designs, and modeled what the changed standard's overall environmental impact would be. At the same time we modeled how much it would cost the industry to do this. Q: This whole process sounds very similar to the wider climate talks that happened in Paris, which did not address aircraft emissions. What do these new standards say about the aviation industry's contribution to and potential mitigation of global CO2? A: Part of the reason aircraft were not specifically addressed [in Paris] is because they're addressed within the ICAO process. Aviation is one of the few areas for which there is a well-established international process for a common set of operational rules and standards, because airplanes commonly fly around the world. So a system already exists; however, even with our current international aviation processes, agreeing on a CO2 standard was a major challenge. I also want to say, aviation represents about 2 percent of man-made or anthropogenic CO2 emissions. However, aviation does not have the alternatives (e.g. solar, nuclear, wind) that other emitters such as electrical power generation have. Aircraft have to lift their fuel source, so high energy-density fuels are important. Fossil fuels are currently the most practical. There is much work going on to develop biofuels, but aviation will be just one of the interested users if biofuels can be produced at scale. I see environmental issues as the largest existential threat to aviation; however I also see aviation as a critical link in solving worldwide environmental challenges. Aviation allows and enables the connections between people around the world, which we need to agree to and implement worldwide solutions to these global challenges. http://news.mit.edu/2016/qa-john-hansman-first-global-standards-aircraft-emissions-0309 Back to Top Aviation Research Request I am Mohamed Hassan Elmugamer Taha, having many years of experience in aviation safety. I would like to request your participation in my Survey Questionnaire (Linke Attached) regarding the imposing of ban on re-registration of aging aircraft for commercial/ public transport category as part of my degree in: MSc Aviation Safety BY Emirates Aviation University Dubai UAE. Survey Link: https://www.surveymonkey.com/r/L5SCDF6 Once again thank you for your kind assistance. Mohamed Hassan Elmagamer Taha Msc Aviation Safety Emirates Aviation University Curt Lewis