Flight Safety Information March 17, 2016 - No. 054 In This Issue Delta Flight Delayed After E-Cigarette Ignites in Passenger's Carry-On UNFASTENED SEAT BELTS...Part Five...By Roger Rapoport Marine jet catches fire aboard Norfolk-based USS Kearsarge during takeoff Jet makes emergency landing in the Everglades Air Force faces shortage of drone and jet pilots New Delhi airport bomb scares prompt 2 jet evacuations Drone pilots sign up in droves to fly during emergencies Public safety overrides pilot confidentiality in NZ says aviation medic Airbus upgrades aircraft sale forecast for India Lockheed's 30-aircraft TR-X plan priced at $3.8 billion L-3 to modify 747 jet for Virgin Galactic in Waco VMR-1 wins Chief of Naval Operations Aviation Safety Award Frontier Airlines President Barry Biffle gets new job title 3/19/2016: Mock Airplane Crash Drill ISASI Military Air Safety Workshop - 19-21APR (ISASI) Mid-Atlantic Regional Chapter (MARC) Meeting/Dinner - 05MAY Aviation Research Request Aviation Safety Specialist Available Immediately Delta Flight Delayed After E-Cigarette Ignites in Passenger's Carry-On PHOTO: A passenger tweeted this photo of a firefighter while onboard Delta flight 689 on March 16, 2016. The flight was delayed after an electronic cigarette ignited in a passengers carry-on. An electronic cigarette in a Delta Airlines passenger's carry-on bag ignited Wednesday night while the aircraft was still on the tarmac, causing the flight to be delayed, the airline said. Delta flight 689 was scheduled to depart Hartsfield-Jackson Atlanta International Airport at 7:25 p.m. and arrive in St. Louis at 8:10 p.m. local time. Instead, it departed Atlanta at 7:50 p.m. and arrived in St. Louis at 8:51 local time, according to Delta's website. Delta spokeswoman Ashley Black said, "During the boarding process of Delta Flight 689 traveling from ATL to STL around 7 p.m. Wednesday night, a customer's bag ignited from an e-cigarette. The bag was safely extinguished with no damage to the aircraft. The flight departed about 20 minutes past scheduled departure. It was an MD-90 aircraft with 160 passengers and 6 crew on board." A spokesman for Hartsfield-Jackson Atlanta International Airport, Andrew Gobeil, said the e-cigarette was inside a backpack, and there were no flames when the fire department arrived. Gobeil said passengers were not evacuated from the plane. According to Delta's website, electronic cigarettes are permitted onboard. The airline states, "Battery- powered portable electronic smoking devices (e.g., e-cigarettes, e-cigs, e-cigars, e-pipes, e-hookahs, personal vaporizers, electronic nicotine delivery systems) when carried by passengers or crewmembers for personal use must be carried on one's person or in carry-on baggage only. Recharging of the devices and/or the batteries on board the aircraft is not permitted." http://abcnews.go.com/US/delta-flight-delayed-cigarette-ignites-passengers-carry/story?id=37710018 Back to Top UNFASTENED SEAT BELTS Part Five By Roger Rapoport Contributing Editor Aviation safety experts around the world continue to weigh in on our series about seat belts. Here is what doctors, flight instructors, air safety consultants and airline pilots are saying. We welcome your comments for future articles in this series. IATA Auditor I am an experienced IOSA Auditor for IATA. Auditing Flight Operations and Cabin Operations makes me acutely aware of the inconsistent and bordering on dangerous practices surrounding the seat belt policies in use by our airlines. I have been on a personal quest for over 8 years to make managers in cabin operations, safety and cabin operations. I am amazed that people are still getting injured because they will not keep their seat belts fastened when seated with the seat belt sign switched off. I note that most airlines use the wording "we suggest" or "we recommend" that you keep your seat belt fasten when you are seated. The more enlightened (been sued also) airlines use wording similar to "we require" or "it is a requirement that you keep your seat belt fastened whilst seated in the interests of your own safety." I once worked for an operator that had to pay out millions in compensation after it was established in a court that they knew better than to just recommend that passengers kept the belts fastened when seated. I have been telling operators that they should require passengers to stay belted up at all times when seated. The pilot's job is to use the seat belt sign as a tool for safety, not to protect the perception that the operator might be sued if they turn it off. Correct phraseology should be used to ensure passengers wear their seat belts at all times when they are seated. This will mitigate the risk of being sued. The use of the sign by the tech crew is an associated issue. Some carriers have a policy that when it gets dark turn the belts sign on and leave it on so they can't be sued. Some leave it on in cruise all the time but allow you to get up to visit the washrooms. Some turn it on without warning at top of descent; right after the breakfast service at peak washroom time. The misuse of the seat belt sign by tech crew is dangerous as it encourages and permits passengers to no obey the sign which is actually a breach of regulations as well as a significant safety hazard. The tech crew need to co-ordinate the seat belt usage policy between themselves via flight operations management, cabin operations management and the safety department. It is an interesting and a very important topic. Greater awareness is required across the airline industry of this topic and its possible consequences. - Trevor Bock , Queensland, Australia Air Ambulance Pilot The seat belt business is always based on the "what if". Just like pilot training for "Engine Failure After V1". Many people have absolutely no concept of the possibilities. "Experienced travelers always keep their seat belt loosely fastened while seated" actually means "Your seat belt will keep you off the ceiling in turbulence and keep you from getting sucked out of the plane if that tiny window blows out." You don't wear your seat belt, you don't fly on this airline! - Stu Sibitzky, Fairbanks, Alaska ATP Pilot Regarding this comment in your article nobody has ever succeeded in convincing me that the seats on an airliner should be turned facing the rear of the airplane to decrease the impact of seat belt and injury during deceleration on an airliner should be turned facing the rear of the airplane to decrease the impact of seat belt and injury during deceleration. Running this comment is a bit like running a climate change denier's view on that subject, don't you think? I'm not sure that's helpful when discussing this subject. The military does this exact practice based on the physics of the entire torso, neck and head absorbing the impact versus just the waist underneath a lap belt. Purely physics. He could just as easily use the same reasoning to decry shoulder harnesses, which would actually help increase survivability on forward-facing seats. It took fatal crashes to get those required for pilots. I'm sure the airlines ignore that research based on added weight and a cost-benefit analysis, but the science is undisputed. As a presently employed pilot (ATP, MEL), I take advantage of a rear-facing seat in an airliner whenever possible, both for survivability and legroom. Easy to do because I don't get airsick facing backwards, I'll admit. - Jim Tang, Kula, Maui An Airline Pilot's View I was an Airline Pilot for 30 years. I'm embarrassed to say I kept forgetting to turn the Seatbelt Sign off Who is going to respect the sign if you just leave it on all the time? We lose legitimacy if we don't turn it off when it's smooth. Of course everyone should keep it fastened when they are seated, in case of CAT. Kids should be belted too. It doesn't make any sense not, to but how can you keep the little devils strapped in there? They will drive their parents and the rest of the passengers crazy. - K.R.denDulk, Capt. Ret. A Doctor's View I would like to contribute to the seat sign thread with this posting name: delinquent passenger. I have often succeeded in hiding my buckle so that the flight attendant would not know if I am wearing it or not. Is there a light on my seat that could tell if my belt is buckled or not ? This thing saves lives but they can't possibly check visually. It is a joke. To avoid being strapped with a seat belt like a demented patient in a hospital, I lie down at the first occasion when two or more seats are empty. That ensures I will not have to wear the seat belt, the cabin crew will not wake me up unless turbulence is anticipated. Moreover, flight attendants do not always set good examples. They keep serving trivial things like food and drinks, when we are required to sit like good kids and shut up. I suspect lots of time, the seatbelt sign is on to ease their work. Granted, their "office" is a very constricted space, but don't trick the passengers who are paying for their space too. Please consider a wider audience than just aviation people. Congratulations on your work. - Trang Dao, MD, Pilot and Ground Instructor In Europe there are very restrictive laws about the transport of live cattle. Unfortunately this same states are not very concerned about the transport of Homo sapiens in airplanes. I am a 6 foot 2 inch and weight 250 pounds. Once I traveled on a 13 hour Frankfurt to Johannesburg flight standing most of the time because I didn't fit in my cramped seat. When the passenger ahead of me reclined his seat hit my knees and came close to my face. Very unpleasant. I would like to see, also, the 90 second evacuation rule accomplished in a real world behavior, not in a laboratory situation accomplished by extremely high trained people. Aviation without safety it is not aviation. - Fernando Teixeira Send your comments for future articles in this series to contributing editor Roger Rapoport at rogerdrapoport@me.com He will be at the opening night screening of his acclaimed feature film Pilot Error https://vimeo.com/110034584 at Sun 'n Fun in Lakeland, Florida, April 5 and at the Frontiers of Flight Museum screening May 12 at Dallas's Love Field with FSI's John Darbo. Back to Top Marine jet catches fire aboard Norfolk-based USS Kearsarge during takeoff An AV-8B Harrier assigned to Marine Medium Tiltrotor Squadron 162 launches from the amphibious assault ship USS Kearsarge to conduct their first missions over Iraq in support of Operation Inherent Resolve. Share A Marine jet aboard the USS Kearsarge caught fire after experiencing catastrophic engine failure during takeoff in the Persian Gulf, according to the Navy. The incident occurred on the flight deck of the amphibious assault ship on March 8 while the AV-8B Harrier was applying takeoff power, according to the Norfolk-based Naval Safety Center. No injuries were reported, and the fire was extinguished by the ship's crew within minutes, according to Navy spokesman Lt. Cmdr. Tim Hawkins. He said flights aboard the Norfolk-based ship in support of Operation Inherent Resolve were able to quickly resume. Hawkins said it wasn't immediately clear Wednesday where in the jet the fire occurred. An investigation is ongoing, he said. A Navy report says there was at least $2 million worth of damage to the Harrier, putting it in the Navy's most serious category. The jet is primarily used for close-air support and attack missions. In November, Harriers aboard the Kearsarge began conducting operations in Iraq against the Islamic State after about a monthlong absence by Navy aircraft in the region. The Kearsarge Amphibious Readiness Group deployed from Norfolk in October. The Harrier that caught fire is assigned to Marine Medium Tiltrotor Squadron 162, which is based at Marine Corps Air Station New River in North Carolina. Marines from the squadron are part of the 26th Marine Expeditionary Unit, which is embarked with the Kearsarge and the amphibious transport dock Arlington and amphibious dock landing ship Oak Hill. http://pilotonline.com/news/military/local/marine-jet-catches-fire-aboard-norfolk-based-uss-kearsarge- during/article_aac51c85-49ac-50a9-a410-da8752586a87.html Back to Top Jet makes emergency landing in the Everglades WESTON, Fla. (AP) -- Officials said a jet had to make an emergency landing Wednesday night in the Everglades in Broward County. Multiple media outlets report that the single-engine jet (Aero Vodochody) made the emergency landing near Sawgrass Recreation Park. Mike Jachles, a spokesman for Broward Sheriff Fire Rescue, says two people were on board. No injuries were reported. Jachles says the aircraft landed on a levee in the park. He says that an airboat was used to reach the plane's occupants. Federal Aviation Administration spokesman Jim Peters tells The South Florida Sun Sentinel that the experimental Aero Vodochody plane was on its way to Fort Lauderdale Executive Airport when the pilot reported an emergency after an engine-related problem. http://www.wptv.com/news/state/jet-makes-emergency-landing-in-the-everglades Back to Top Air Force faces shortage of drone and jet pilots * U.S. Air Force faces a shortfall of almost 1,000 drone and jet fighter pilots * Air force boosting retention pay bonuses to keep pilots who are sought by airlines and defense contractors Washington (CNN)A top Air Force general warned Wednesday that the U.S. faces a shortage of hundreds of fighter pilots and drone operators. In Capitol Hill testimony, Gen. Herbert "Hawk" Carlisle said that the Air Force needed 511 fighter jet pilots and approximately 200 more drone pilots in order to adequately carry out current missions. Citing an "insatiable demand" among combatant commanders for drones that can provide intelligence and surveillance, Carlisle said that drone operators were facing long hours and that in order to alleviate this issue the Air Force is seeking close to 300 additional drone pilots, making the true shortfall closer to 500. Testifying before a subcommittee of the Senate Armed Services Committee, Carlisle said the "remote piloted aircraft enterprise is one that's in high demand, we are in high demand for fighters as well, we don't have enough of either." Carlisle, commander of Air Combat Command, called the drones "One of the most valuable battlefield assets" and said that drone operations had increased fivefold since 2006, with 8,000 airmen supporting these flights. "They are arming decision makers with intelligence, our warfighters with targets, and our enemies with fear, anxiety, and ultimately their timely end," Carlisle said. Experts think this trend will continue and don't envision a decline in drone popularity among field commanders. "The demand side is basically unbounded -- everybody wants more information," according to Konstantin Kakaes, a fellow at New America, a Washington-based think tank that has conducted extensive research into drones. Carlisle attributed the shortfall in both fighter and drone pilots to the challenges involved in retaining pilots. Lower fuel prices and surging travel demand have driven airlines to recruit more pilots from the Air Force, while defense contracting firms like General Atomics offer high salaries to drone pilots. And while Carlisle admitted that the Air Force couldn't compete with the airlines and defense contractors in terms of compensation, he thinks that by offering bonuses and improving quality of life, the air force can compete due to its advantage in job satisfaction. The pilots "find great job satisfaction, frankly it's higher than it is in the civilian community," he said. However, Brenda Farrell, also testifying before the committee, said that the Government Accountability Office (GAO) had found evidence of dissatisfaction among the ranks of drone operators. Farrell, the director of defense capabilities and management at the GAO, said that a series of interviews with drone pilots found low morale and that the pilots felt a negative "stigma was attached" to their role. She said that it was possible the Air Force missed its recruiting goals because of this stigma. Farrell also said that promotion rates for drone pilots were substantially lower than other specializations. Army Gen. David Perkins painted a much different picture with regard to the army's drone operators, telling the committee that the Army had close to 100% of the drone pilots it needed. Kakaes attributed this difference, in part, to job satisfaction, telling CNN that army drone pilots were "more likely to be forward deployed which makes the job more interesting than commuting" to domestic air bases, thereby reducing the gap between drone and conventional personnel. Unlike Air Force drone pilots that operate from U.S.-based locations like Creech Air Force Base in Nevada, Army drone pilots are often embedded with units on the ground in places like Iraq and Afghanistan. In order to boost retention, Carlisle said the Air Force would offer a $25,000 retention bonus to drone pilots, an amount similar to bonuses offered to jet pilots. Carlisle said the Air Force plans to ask Congress to increase the bonus amount to $35,000. "Retention bonuses have done something to ameliorate this but in general aren't big enough to compete, dollar for dollar, with the salaries pilots can get as contractors," Kakaes said. On whether the shortfall would have a dramatic effect on military operations, Kakaes added "I don't know that it is that profound. There's a temptation to say the sky is falling, but the U.S. military intervened around the world before drones existed." http://www.cnn.com/2016/03/17/politics/air-force-pilot-shortage/index.html Back to Top New Delhi airport bomb scares prompt 2 jet evacuations NEW DELHI, India - Security personnel evacuated two aircraft at New Delhi's international airport Thursday after receiving an anonymous phone call of explosives being placed on the planes in a third such scare affecting Indian airlines in less than 24 hours. It was not immediately known if any explosive was found. Passengers and crew were taken off an Air India domestic flight from New Delhi to the eastern city of Bhubaneshwar and their baggage was being checked, Press Trust of India said. Separately, passengers of a Royal Nepal Airlines jet from New Delhi to Nepal's capital, Kathmandu, were also ordered off the plane at the Indira Gandhi International Airport. Both aircraft were taken to isolation bays and were being searched. The airport control room received a call from a man who said there was a bomb on the Nepal-bound plane. He also said there was a "problem" with the Air India aircraft, police said. They did not give any further details. All 155 passengers and nine crew members of the Kathmandu flight and the 186 passengers and crew of the Air India flight were evacuated. Late Wednesday, the passengers and crew of an Air India jetliner were evacuated at Bangkok's international airport after an apparent bomb hoax. http://www.newsday.com/news/world/new-delhi-airport-bomb-scares-prompt-2-jet-evacuations- 1.11585313 Back to Top Drone pilots sign up in droves to fly during emergencies Nearly a fifth of FAA drone exemptions are for people who want to fly in a crisis. You may see a lot of stories about civilian drone operators causing chaos during emergencies, but it's clearer than ever that many of them are willing to help out, too. Bard College has published Federal Aviation Administration commercial drone exemption requests showing that a hefty 19 percent of requests from the last quarter of 2015 mentioned emergency services -- six times as many as reported several months earlier. In theory, that could lead to a lot of private pilots helping officials with search and rescue missions or other critical situations. That doesn't mean that the drone owners are guaranteed to fly, though. The FAA tells The Verge that there can easily be other legal restrictions keeping them on the ground. Also, this is sometimes a catch-all for activities the pilot might be asked to do, rather than the primary goal. Even if they never intend to help officials in a crisis, though, this poses a problem. It suggests that exemption requests are getting out of hand for both applicants (who are so worried about the rules that they apply just in case) and the FAA itself (which allows those broad exemptions). It may take a while before cooler heads prevail and pilots only get exemptions that they're likely to need. http://www.engadget.com/2016/03/16/drone-pilots-sign-up-for-emergency-services/ Back to Top Public safety overrides pilot confidentiality in NZ says aviation medic * BEA Final report into Germanwings crash, March 2015 A surge in the reporting of pilot medical issues by New Zealand doctors followed the deliberate crash of a Germanwings plane in the French Alps 2015. Principal medical officer for the Civil Aviation Authority (CAA) Dougal Watson believes the crash, blamed on a co-pilot with psychotic symptoms unreported to his employer, made New Zealand medical practitioners more aware of their reporting responsibilities. A French Civil Aviation Safety Investigation Authority (BEA) report into the 2015 crash, released this month, recommends the WHO and the European Commission both develop guidelines for healthcare workers to inform authorities when a patient's health will impact public safety. The report found the co-pilot, 27-year-old Andreas Lubitz, was experiencing mental disorder with psychotic symptoms and had deliberately caused the crash in the French Alps, in which all 150 people on board were killed. The co-pilot was diagnosed by his doctor with possible psychosis and recommended psychiatric hospital treatment two weeks before the crash, but this information was not passed on to his employer or an industry regulator due to patient confidentiality. Protection for New Zealand doctors Such a situation would be less likely in New Zealand given the local indemnity laws says Aviation Medical Society of New Zealand president Anton Wiles. He says, unlike in Europe, it is a requirement in New Zealand for doctors to report relevant health issues of pilots to the Civil Aviation Authority (CAA). The BEA report said there was a lack of clear guidelines in German regulation about when a threat to public safety outweighed patient confidentiality. By comparison, under the New Zealand Civil Aviation Act (1990), doctors are protected from civil or criminal liability if they have acted in good faith in reporting of concerning medical issues to the CAA. This includes advising the director of the authority that the licence holder may not meet medical standards or may not be able to safely complete their job as a pilot due to illness or the effect of treatment of illness, the Act says. The CAA will then act on this information, which can often result in the suspension of a pilot from flying. Identifying relevant problems Dr Wiles says doctors not usually involved with aviation, do not always know that a medical condition will affect a pilot's ability to fly safely. He says issues such as a kidney stone or a report by a spouse that a pilot is acting irrationally would lead to suspension. Another problem can be if a doctor does not know that their patient is a pilot at all, as clear recording of the profession of a patient is not always available, he says. Keeping things hidden When asked if there is a danger that pilots may hide their medical conditions in order to continue flying, Dr Wiles says it is always a possibility but doctors are able to report without a disclosure by the patient. Safety in New Zealand civil aviation is highly dependent on pilots providing accurate medical details, says Dr Watson of CAA, and there is a risk of imperfect reporting when people see their personal interests being at risk. It is an offence under civil aviation legislation for a pilot to lie to the CAA about their medical circumstances. Powerful indemnity was given to doctors, alongside an obligation to advise the CAA of medical problems, in 2002 when the Government recognised pilots were less likely to give incorrect medical information to doctors not connected to the CAA, Dr Watson says. Scrutiny for under-reporting It is likely medical matters are still under-reported based on the surge seen after the Germanwings crash, Dr Watson says. Medical practitioners are more likely to face scrutiny for not reporting a medical issue rather than the other way around. The BEA report is unlikely to have a large impact in New Zealand, Dr Watson says, because the current approach to reporting pilot medical conditions is second-to-none. http://www.nzdoctor.co.nz/news/2016/march-2016/15/public-safety-overrides-pilot-confidentiality-in-nz- says-aviation-medic.aspx Back to Top Airbus upgrades aircraft sale forecast for India With Indian aviation market registering healthy growth in 2015 and expected to become world's leading emerging market over next 20 years, Airbus has upgraded aircraft sale forecast for India by 300 aircraft. According to Airbus' latest global market forecast for 2015-2034, India will require over 1,600 new passenger and freighter aircraft to help meet growth in demand. Valued at $224 billion, these will include 1,230 new single aisle aircraft and 390 wide body passenger and freighter aircraft. According to the leading aircraft maker, traffic serving the Indian market is set to grow at 8.4 percent per year over the next 20 years, well above the world average of 4.6 percent. Domestic Indian traffic will grow more quickly at 9.3 percent - making India the world's leading emerging aviation market. Bullish over the growth in the Indian market, Airbus received 250 new orders during 2015. The company officials, however, clarified that this does not include orders from now defunct Kingfisher Airlines. The orders received last year include orders for 250 A320neo by IndiGo, which it termed as the world's largest civil aviation order. The other orders include 72 A320neo by Go Air. Joost Van der Heijden, vice president, marketing, Asia, Airbus told reporters on Thursday at India Aviation 2016 here that on an average one Airbus aircraft will be delivered per week in India over the next 10 years. He said 56 percent of India's in service fleet are Airbus aircraft operated by most leading Indian carriers. Air traffic growth is driven by factors such as urbanisation, the growing middle classes, tourism and trade. India's population is set to surpass China's by 2025, and according to Oxford Economics, the number of Indian middle classes will top 600 million people, more than double that of the United States. By 2034, Indian passengers on average will each make four times as many flights as they do today, the company said. By 2035, the number of Indian cities with over one million monthly air passengers will more than triple. Srinivasan Dwarkanath, president, Airbus Division in India, said make in India is at the heart of Airbus' strategy in India. Its engineering facility in Bengaluru, set up in 2007, has more than 400 engineers and the company is supporting 6,000 jobs in the country. "Every Airbus aircraft from our assembly line is partly made in India," he said. The cumulative procurement from India reached $500 million last year and it is expected to reach $2 billion by 2020. Replying to a query, he said Airbus was committed to look for a partner to set up MRO facility in India. (IANS) http://odishasuntimes.com/2016/03/17/airbus-upgrades-aircraft-sale-forecast-india/ Back to Top Lockheed's 30-aircraft TR-X plan priced at $3.8 billion Lockheed Martin's plan to construct a fleet of 30 high-altitude, single-engined tactical reconnaissance aircraft from cannibalised U-2S Dragon Lady and RQ-4B Global Hawk components would take 10 years and cost approximately $3.8 billion if adopted, a company official says. Called TR-X, the programme would furnish low-observable airframes - powered by the U-2's GE Aviation F118 non-afterburning turbofan engine - with sensor suites and antennas from the manned Lockheed U-2 and remotely piloted Northrop Grumman RQ-4B. The scheme would consolidate the two divergent platforms - which were designed to be complementary but have competed for limited resources - into a single high-altitude intelligence, surveillance and reconnaissance fleet for the US Air Force. The now-unmanned TR-X, previously known internally as the optionally piloted UQ-2 or RQ-X, was revealed last year by Lockheed's Skunk Works advanced development and design division. Since then, design staff have finessed the concept and aircraft planform - which won't be revealed to the public because of protected design features. "It uses a lot of systems off [the] Global Hawk and U-2," said Skunk Works U-2 business development manager Scott Winstead, speaking at a Lockheed briefing in Washington DC on 15 March. "In fact 90% of our mission systems, sensors, payloads and avionics we repurpose, and 80% of hardware is repurposed as well. By re-using the U-2 engine, you save a ton of money." The company had been considering an operating ceiling of about 77,000ft, but that would require two engines. Instead, TR-X will fly at 70,000ft with one engine, peering across borders deep into target countries using its Raytheon ASARS-2B advanced synthetic aperture radar system - an electronically scanned array that will come online in 2018 - as well as new multispectral imaging sensors like the UTC Aerospace Systems MS-177. The wingspan has been restricted to the 39.9m (130ft)-wide span of an RQ-4B to prevent costly infrastructure and base modifications. Winstead says TR-X will be built as a one-for-one U-2 replacement. As U-2s go through their programmed depot maintenance cycle - once every five to six years - they will be stripped down and usable components such as the engine will be transferred to the new aircraft body over a two-year construction period. "Instead of tearing it apart and rebuilding it as a U-2, you'd tear it apart and scavenge its parts and rebuild it as a TR-X," Winstead explains. "Yes, we'd be scavenging pieces and parts off the Global Hawk, primarily it's sensor inventory. You'd build your first handful of TR-Xs using the U-2 sustainment line." Lockheed estimates it will take six to eight years to recapitalise the air force's 33 U-2s and another two years to replace its 21 Block 30, and 11 Block 40, Global Hawks. "At the end of the 10-year timespan, you'd have 30 TR-Xs, which give you greater capability than you've got today," says Winstead. Skunk Works has come up with a low-observable aircraft design that could be made more stealthy through modular upgrades. For instance, the baseline configuration retains the U-2's long nose, which houses the ASAR radar or UTC senior year electro-optical reconnaissance system (SYERS-2C). That nose might eventually be swapped with a conformal low-observable version for use on sensitive wartime missions. The antennas ported across from the U-2 and Global Hawk will also show up on enemy radar screens, but they too could be replaced with conformal shapes. "With a low signature for survivability, tie that in with a very good defensive system, and you're going to have something with survivability better than an F-35 is today," says Winstead. "It won't be unnoticeable, but it will be survivable." TR-X can fly for 24h and is capable of in-flight refuelling. The air force has stated a preference for an aircraft with 40h of endurance, with refuelling allowed, Lockheed says. Lockheed doesn't expect to begin construction any time soon, based on conversations with US Air Combat Command. Fiscal pressures and a change of president in 2017 mean any successful TR-X bid would not be in the air force budget until fiscal year 2020 at the earliest. That's "an extremely aggressive schedule" and it will more likely have to wait until fiscal year 2024, to introduce an aircraft in the 2030s, Winstead adds. The U-2 could keep flying to its structural limit of 75,000 flight hours or "beyond 2024" based on current estimates, says Lockheed. Last year, the air force was pushing to retire the U-2, beginning in 2019, but Congress will not let that happen until the service comes up with a credible transition plan that involves modifying the Global Hawks to carry the U-2's SYERS-2C, MS-177 and Optical Bar Camera sensors. Northrop has already begun flying demonstrations using those sensors through a co-operative research agreement with the air force. It is testing a "universal payload adaptor", which involves hardware and software modification. US Air Force chief of staff Gen Mark Welsh confirmed at an Air Warfare Symposium last month that 2019 is no longer a planned retirement date for the U-2. "2019 is when we believe we will have proven the capability of the Global Hawk to use the sensors that have been hosted on the U-2 up until this point," says Welsh. "Once we do that, we'll build a transition plan from U-2 to Global Hawk capability as we have done in the past. Until we've completed that work, projecting the future doesn't make a lot of sense." The air force's latest budget plan spends almost $2 billion on Global Hawk modernisation, including MS- 177 integration, compared with the U-2's meagre $46 million allocation. https://www.flightglobal.com/news/articles/lockheeds-30-aircraft-tr-x-plan-priced-at-38-bill-423190/ Back to Top L-3 to modify 747 jet for Virgin Galactic in Waco Cosmic Girl L-3's Waco operation will modify this Boeing 747-400 for Virgin Galactic so it can launch rockets in flight from under its wing. L-3 in Waco has won a high-profile contract to strengthen the wing of a Boeing 747-400 aircraft for Virgin Galactic, the company founded by Sir Richard Branson. The plane already has arrived at L-3's facility at Texas State Technical College airport. L-3, the largest industrial employer in Waco, has been performing engineering work with Virgin Galactic since last year to carry out modifications to the plane, dubbed Cosmic Girl, once used to fly Virgin Airlines passengers between the United States and Europe. Virgin Galactic is known for its work on a program to send paying customers into space, but this project will support satellite launches. L-3's work will make the left wing stout enough to support a rocket that would launch in flight from beneath the wing. This rocket would propel satellites into space for commercial and government customers. Company spokesman Lance Martin said that for confidentiality reasons he could not disclose the value of the contract or the length of the plane's stay in Waco. He said performing work for Virgin Galactic and Branson should enhance L-3's image, saying, "the customer speaks for itself." "It is exciting to have the opportunity to apply L-3's engineering expertise and versatility in systems integration to Virgin Galactic's pioneering work in creating the world's first spaceline," said Jim Gibson, sector president of L-3 Aircraft Systems, which includes the Platform Integration unit in Waco. "From our flight sciences and aerospace engineers to our aircraft technicians, L-3's team looks forward to collaborating with Virgin Galactic in helping them achieve their goals on this unique program." Branson announced in December that the aircraft had been added to Virgin Galactic's fleet of air and space vehicles. The company selected the 747-400 "due to its robust carrying capacity, operational flexibility, ability to operate in may kinds of weather, global pool of talented maintenance support personnel, robust spare parts supply chain and its lengthy and impressive track record of reliable operations," L-3 said in a prepared statement. Virgin Galactic CEO George T. Whitesides said launching satellites from a plane "allows us to offer rapid, responsive service that meets the schedules and business needs of our customers. Leveraging the extensive technical expertise at L-3 for 747 modifications will enable rapid delivery of the aircraft to launch operations teams at Virgin Galactic." Space-related projects L-3 is no stranger to space-related projects or those involving 747 aircraft. The Waco plant played a substantial role in the so-called SOFIA project, short for Stratospheric Observatory for Infrared Astronomy, which involved NASA, the Universities Space Research Association and the German maker of a reflecting telescope 2.5 meters in diameter. The company modified a Boeing 747SP wide-body aircraft to accommodate placing the telescope behind a heavy door that could open and close during flight. SOFIA's flight capability allows it to rise above almost all the water vapor in the atmosphere, giving it a clear view of the sky. The mounted telescope took its first flight on May 26, 2010, becoming the successor to the Kuiper Airborne Observatory. Virgin Galactic, meanwhile, is the world's first commercial space line. Owned by the Virgin Group and Aabar Investments PJS, it is trying to develop reliable, affordable and frequent services both for human spaceflight and satellite launches. LauncherOne is a flexible launch service for commercial and government-built satellites. LauncherOne rockets are designed and manufactured in Long Beach, California, and will be air-launched from the 747-4000 carrier from various locations. On the human spaceflight front, Virgin Galactic is testing VSS Unity, the newest spacecraft in its SpaceShipTwo launch system. To date, 700 people from more than 50 countries have registered to fly with Virgin Galactic. SpaceShipTwo and its carrier aircraft, WhiteKnightTwo, are made and tested in Mojave, California, by Virgin Galactic's manufacturing wing, The Spaceship Co. Commercial operations will be based in New Mexico, at Spaceport America, the world's first commercial spaceport built for human travel. L-3's headquarters is in New York, and its Platform Integration unit has more than 30 years of experience in modifying military and commercial aircraft. The Waco facility employs about 1,600 people, and that number will not increase to handle the Virgin Galactic contract, Martin said. L-3 last week announced it has received a $22 million contract from the Department of Defense to keep four Hornet fighter jets in peak condition. The Waco facility will provide administrative and support work for the "depot-level" maintenance of the aircraft. Most of the hands-on work will take place at an L-3 facility in Canada. The Waco area continues to make waves in the commercialization of space flight. SpaceX has a facility in McGregor and is developing rockets to haul satellites into space and cargo to the International Space Station. It also is looking into the feasibility of taking humans skyward. http://www.wacotrib.com/news/business/l--to-modify-jet-for-virgin-galactic-in-waco/article_6c4f940d- 2ff3-5d70-a64d-b03a56c950b1.html Back to Top VMR-1 wins Chief of Naval Operations Aviation Safety Award Marine Corps Air Station Cherry Point's most versatile flying squadron was presented with the U.S. Navy's highest aviation safety award recently for its accomplishments during a historic period in its life. Marine Transport Squadron 1 was awarded the Chief of Naval Operations Aviation Safety Award for its consistent mission readiness, safety-first mindset and operational excellence while safely managing the operation of three vastly different aircraft types during fiscal 2015. The CNO award is given annually to each squadron or unit, afloat, shore, expeditionary-related or safety leadership related, who displayed exceptional execution of duties while remaining diligent in its efforts within the Naval Aviation Safety Program throughout the entire fiscal year. During 2015, VMR-1 was the only Marine Corps squadron to bring Marines, sailors and civilians together to operate medium and light jet aircraft that deployed worldwide, as well as rotary wing aircraft that conducted search and rescue missions. "Marine Transport Squadron 1's professionalism and uncompromising commitment to safety manifest as consistently high mission support rates and high states of readiness," said David Wilkerson, director of aviation safety at the squadron. "The squadron executes its assigned missions professionally and safely by adhering to proven risk management processes and safety principles allowing us to demonstrate our command-wide focus on operational excellence." During the reporting period, VMR-1 successfully conducted 28 search and rescue missions which resulted in 11 saved lives. VMR-1 flew three different type/model/series aircraft during FY15 including: the C-9B Skytrain, which was used to transport aircrew and support numerous missions within and outside the continental United States, including support to the Black Sea Rotational Force and the Marine Air-Ground Task Force - Crisis Response; the UC-35D Citation, which executed mission essential operations overseas and with Marine Forces abroad while ensuring the safe and timely transport of high-priority passengers; and the HH-46E Sea Knight search and rescue helicopter, which conducted range sweeps, lifesaving operations, patient transfers, firefighting missions and static demonstrations. According to Lt. Col. Thomas M. Bedell, the squadron's commanding officer, VMR-1 consistently exceeds the Chief of Naval Operations goals in mission readiness and it embraces the best-case maintenance practices for a safety-first mindset. "We integrate the safety mindset into our mission planning and operations," said Bedell. "It is a pro-active way of doing business that has resulted in mastering the complexities of maintaining some of the oldest platforms in the Fleet Marine Forces. With all the platforms exceeding their quarterly goals for the fiscal year flight program, we were able to significantly increase support, aircraft availability and training progression." According to Wilkerson, the squadron implemented other safety precautions during FY15 including, having the aviation safety officer fly in all three aircraft platforms to provide safety input and perspective in both the operations and maintenance departments; having squadron personnel identify hazards and implement controls to manage risks encountered within the squadron; hosting weekly stand-up meetings and safety systems to enhance hazard awareness amongst pilots and aircrew; analyzing hazard summaries; conducting safety stand-downs; among various other procedures. "Although mission accomplishment was of primary importance during the period, it was never achieved at the expense of safe and sound operational and maintenance practices," said Wilkerson. "The Roadrunners' application of risk management and effective safety practices via mentorship down to the junior ranks led to successes that extended beyond the squadron spaces. As a direct result of the squadron's safety- focused leadership, VMR-1 had no off-duty mishaps or alcohol related incidents during the entire fiscal year." The safety precautions the squadron took helped VMR-1 maintain a rate of zero ground and aviation related mishaps during the fiscal year, said Wilkerson. With more than 20 CNO safety awards and 250,000 mishap-free flight hours under its belt, VMR-1 moved into FY-2016 with a significant change to its mission. The Cherry Point search and rescue helicopters had conducted their final flight Sept. 25 with the sundown of the Marine Corps' SAR mission in eastern North Carolina. The squadron marked the end of an era that day when it retired the Department of Defense's last serving H-46 helicopters. But, according to Bedell, it would not be the end of the squadron's safety-conscious operations. "The Roadrunners of VMR-1 will continue to execute our global support mission aggressively, expertly and safely." http://www.camplejeuneglobe.com/vmr--wins-chief-of-naval-operations-aviation-safety- award/article_081a30f2-eb74-11e5-a0c2-9b2ed7e0e579.html Back to Top Frontier Airlines President Barry Biffle gets new job title Barry Biffle, Frontier Airlines president and CEO Biffle, who has been running day-to-day operations of Frontier in Denver since that time, won't take on any new responsibilities. But the move reflects pleasure from the airline's controlling shareholder, Indigo Partners of Phoenix, in his performance. "Under Barry's executive leadership, Frontier has made significant progress in its operational, financial and customer service performance over the last year," said Bill Franke, Frontier board chairman and Indigo managing partner. "The board and I want to recognize the progress Barry has made in helping to build Frontier into a successful ultra-low-cost carrier." Siegel exited during the height of turbulence of Frontier's transition to the ULCC model, as passenger complaints were soaring and the airline's on-time arrival rate was plummeting. But the company has improved in both of those areas since then, ranking fourth among major airlines in January for landing flights within 15 minutes of their scheduled time. http://www.bizjournals.com/denver/news/2016/03/16/frontier-airlines-president-barry-biffle-gets- new.html Back to Top 3/19/2016: Mock Airplane Crash Drill A full-scale drill simulatinge an airplane crash will take place at the Virginia Tech airport at 11 a.m. on Saturday, March 19. First responders from the Blacksburg Fire Department, Shawsville Rescue Squad, LewisGale Hospital - Montgomery, Virginia Tech Rescue Squad, and the Virginia Tech Police Department and Office of Emergency Management are participating. Setup for the drill will begin t 9 a.m. The drill is expected to start at 11 a.m. and wrap up by 3:15 p.m. The northbound lane of Research Center Drive, from Pratt Drive to the Aquatic Fisheries Center will be closed throughout the drill to allow first responders to access the accident site. Flashing lights and sirens on emergency vehicles will be used during the drill. A Carilion LifeGuard Med-Evac helicopter will be on scene as well. In addition to the about 45 first responders, there will be about 30 volunteers who will play the role of those injured by the crash. Volunteers will wear make-up designed to make their "injuries" look as real as possible. The event is free and open to the public. There will be an area sectioned off for spectators. For more information about the drill, contact Virginia Tech Rescue Squad Chief Chris Eyestone at 540-605- 6111. http://nrvnews.com/blacksburg/319-mock-airplane-crash-drill/ Back to Top Back to Top The International Society of Air Safety Investigators (ISASI) Mid-Atlantic Regional Chapter (MARC) Cordially invites you to attendour spring 2016 Dinner/Meeting Location: Crowne Plaza Dulles Airport Hotel Herndon, Virginia, 20170. Date/Time: Thursday, May 5, 2016, 6:00 - 9:30 pm Guest Speaker Honorable T. Bella Dinh-Zarr, Vice Chair, National Transportation Safety Board To: ISASI Members, Associates, and Guests: Please plan to attend this important annual event. We anticipate a large turnout for this event because our distinguished guest speaker. Please make your reservations early; as space will be limited and I must confirm the dinner numbers with the hotel by Thursday, April 21st. Don't forget that companions and other guests are most welcome. From: Ron Schleede President, MARC; Vice President, ISASI (H) 1-703-455-3766; (Cell) 571-212-4255; Email: RonSchleede@aol.com Date: Thursday, May 5, 2016 Times: 6:00 pm-Reception with cash bar 7:00 to 8:00 pm-Full buffet dinner ********************************************************** RESERVATION FORM The International Society of Air Safety Investigators Mid-Atlantic Regional Chapter (MARC) Spring 2016 Dinner/Meeting Thursday, May 5, 2016, 6:00 pm Crowne Plaza Dulles Airport Hotel There will be a "networking" cash bar beginning at 6:00 pm, followed by a full buffet dinner beginning at 7:00 pm. The program will begin about 8:00 pm. Adjournment anticipated about 9:30 pm. Yes, I will be attending: Name__________________________ Telephone___________________ Email Yes, I will be bringing a guest (s): Name__________________________Telephone____________________ Email Name__________________________Telephone____________________ Email Payment Method: Check, or Credit Card. Badge Name Company Name______________________________________ If paying by check, please make checks payable to ISASI-MARC, in the amount of $50.00 per person, if paid before April 21, 2016. The cost after April 21, 2016, will be $55.00, if space is available. This includes dinner, taxes, gratuity, and routine function expenses. Please mail checks to: Ms. Ann Schull, ISASI International Office, 107 E. Holly Avenue, Suite 11, Sterling, VA, 20164. (Telephone: 703-430-9668; FAX: 703-430-4970) If paying by credit card, please provide your reservation information, along with the following credit card information directly to Ms. Ann Schull by telephone, FAX, email, or regular mail. 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 Back to Top Aviation Safety Specialist Available Immediately - Captain Samir (Sam) Kohli Over 30 years of senior management experience in the aviation industry. Extensive exposure to airport and airline management. In-depth operational experience: · 21 years of military service as a pilot; · Aviation safety manager; and · Air accident investigator. Upper Management Experience bestows an ability to · Focus on core issues · Take correct decisions balancing the needs to safety and continuity of operations with the financial aspects of aviation businesses, delivering high value to investors and shareholders safely. Experience in various business cultures, including: · Asia, · Middle East, · Africa, · Europe and · South America. Proven ability to negotiate with unions and politicians make him the ideal executive to manage a high- value and high-risk operation. Available immediately. Please click here to view detailed CV: http://1drv.ms/1USoisM Curt Lewis