Flight Safety Information April 7, 2016 - No. 068 In This Issue Wreckage of SDF jet found on Kagoshima mountain (Japan) United Flight Returns to Hawaii Because of Fuel Issues Due to Headwinds United flight attendant fired after emergency slide exit at IAH FAA Issues Directive on Boeing 787 Flight Control Issue Air France Crew Refuse to Cover Up on Flights to Iran U.N. rethinks global sleep standards for helicopter pilots Ice detection technologies to enable aviation safety First Black Military Woman Elected to Aviation Hall of Fame...Brenda Robinson What Wall Street Can Learn From Asian Airlines' Diversity Problem Sea-Tac Airport to consider dropping TSA for private security Southeastern aviation program to celebrate 50 years Airbus, Siemens to co-build electrically-powered aircraft New system helps aircraft automatically avoid mid-air collisions PhD Research Request Graduate Research Request Survey Invitation Wreckage of SDF jet found on Kagoshima mountain (Japan) The wreckage of an Air Self-Defense Force jet carrying six people that went missing Wednesday was found on a mountain in southwestern Japan on Thursday, a senior Defense Ministry official said. One of the six crew members of the U-125 flight inspection aircraft is feared dead, rather than all six as reported earlier, after the Air Staff Office retracted the ministry's earlier announcement that all six were found near a mountain peak with no vital signs. The Air Staff Office now says only one was found with no signs of life, and that the mistake occurred due to confusion on the ground. The remaining five are still missing. The 15-meter twin-engine jet, used for checking on the condition of air navigation facilities, disappeared from radar around 2:35 p.m. Wednesday after taking off from the Maritime Self-Defense Force's air base in the city of Kanoya, Kagoshima Prefecture. The Self-Defense Forces, police and firefighters had mobilized about 600 of their members on Thursday to search around Mt Takakuma although wind, heavy rain and fog hindered their efforts, limiting the number of actual participants in the day's search to about 260. The aircraft, belonging to the Flight Check Squadron at the ASDF's Iruma Air Base in Sayama, Saitama Prefecture, was captained by a major in his 40s. Other members were a co-pilot, two onboard engineers and two radio operations personnel. In February last year, an MSDF helicopter that left the Kanoya base crashed on a mountain in neighboring Miyazaki Prefecture, killing three crew members. http://www.japantoday.com/category/national/view/wreckage-of-sdf-jet-found-on- kagoshima-mountain-6-feared-dead *************** Status: Preliminary Date: Wednesday 6 April 2016 Time: 14:35 Type: British Aerospace U-125 (BAe-125-800) Operator: Japan Air Self-Defence Force - JASDF Registration: registration unknown C/n / msn: First flight: Crew: Fatalities: 6 / Occupants: 6 Passengers: Fatalities: 0 / Occupants: 0 Total: Fatalities: 6 / Occupants: 6 Airplane damage: Destroyed Airplane fate: Written off (damaged beyond repair) Location: 10 km (6.3 mls) north of Kanoya Air Base ( Japan) Phase: En route (ENR) Nature: Military Departure airport: Kanoya Air Base (RJFY), Japan Destination airport: ? Narrative: A British Aerospace U-125 of the Japan Air Self-Defence Force is reported missing over the Kagoshima prefecture, Japan with 6 persons on board. The aircraft operated on a navaid calibration flight out of Kanoya Air Base. The aircraft was attached to the Hiko Tenkentai Flight Check Squadron based at Iruma Air Base. The wreckage was located on April 7. https://aviation-safety.net/database/record.php?id=20160406-0 Back to Top United Flight Returns to Hawaii Because of Fuel Issues Due to Headwinds A United Airlines flight head to San Francisco returned to Hawaii Sunday afternoon after only two hours due to a fuel issue caused by strong headwinds. United Flight 724 "encountered strong headwinds" and "out of an overabundance of caution, turned back about two hours in to the flight," a United spokesperson told ABC News, The rep said strong headwinds resulted in a "fuel overburn." The flight, with 263 passengers and 12 crew members on board, landed safely at Honolulu airport Sunday. ABC aviation expert John Nance explained that while an incident like this is rare, the pilots on board Flight 724 did exactly what they were supposed to do in this type of situation. "When the headwinds are greater than what were expected, and are going to be sustained for four or five hours of flight, you're simply not going to be able to land with your legal minimum of fuel," said Nance. "It doesn't mean you're going to run out, but it means you're not going to be legal. That's when you have to turn around," he added. According to the Federal Aviation Administration, distance, the weight of the aircraft, the expected plane altitude, weather, and other factors are taken into account when making a minimum fuel calculation. "Regulations for international operations require fuel on board at takeoff to include: fuel to the destination, plus fuel to the most distant alternate, plus enroute contingency based on a percentage of flight time, plus 30 minutes holding at 1500 feet above the airport," the FAA told ABC News. According to Nance, while airlines have been very engaged for the past 20 years in trying to burn as little fuel as possible, that doesn't mean the airlines are gambling with passengers' lives. "Airlines are not playing roulette by carrying as little fuel as they legal should. They are simply being efficient," Nance explained. "But... [airlines] are using a lot of computer algorithms," that take into account weather patterns, "and if part of the [algorithm's] input is a certain headwind and [the headwind] gets much worse than you expected, then this can be the result," added Nance. According to a United spokesperson, all passengers were booked overnight at a hotel and given meal vouchers. An additional flight was also added Monday morning to accommodate all passengers and get them to San Francisco, which departed at 11:42 a.m., according to a United spokesperson. http://abcnews.go.com/US/united-flight-returns-hawaii-fuel-issues-due- headwinds/story?id=38204924 Back to Top United flight attendant fired after emergency slide exit at IAH HOUSTON - Sources have confirmed a picture obtained by Channel 2 News features the United Airlines flight attendant who was fired after she intentionally opened an emergency slide. Video shows Julia Price opening a plane door and inflating the emergency slide after the aircraft landed Monday at Bush Intercontinental Airport. The Federal Aviation Administration is now investigating the incident. According to an official with United Airlines, the incident happened around noon after Flight 1246 landed in Houston after traveling from Sacramento. Julia Price deployed an evacuation slide when the aircraft reached Gate C43 and came to a full stop. KPRC 2 has exclusive video of the moment the emergency chute on United Airlines Flight 1246 deploys. The plane had just landed at IAH around noon from Sacramento. After the chute deployed, Price first throws her bag to the ground nearly 15 feet below and then she slides down the inflated slide to depart the aircraft. KPRC 2 spoke with Price's family Tuesday. They said she is doing well and prefers to keep the matter private. Flight attendants are trained for this sort of thing in an emergency, and Price apparently took that training seriously, sliding down the chute in textbook fashion. Passengers inside Bush were in utter disbelief. "That's insane. Why?" Traveler Sharon Lovedahl said. "Why would she do that?" Neither United nor investigators have revealed what led to Price's quick exit, but she doesn't appear to be too ruffled in the video. After sliding down the chute, Price lands and takes a few steps before grabbing the bag she threw down first and walking away. Some passengers on the plane didn't even realize what happened because their attention was on a medical emergency at the back of the plane. A man was having trouble breathing and needed to be escorted off the flight in a wheelchair. "When we landed we were told to stay in our seats as deplaning would take a bit longer," said Jonah Vella, a passenger who was connecting through Houston to Munich while traveling for his video blog on YouTube. Vella added, "Everything seemed to be pretty standard." Price won't be exiting any planes in this fashion anytime soon and is no longer employed by United. http://www.click2houston.com/news/united-airlines-flight-attendant-opens-emergency- door-deploys-slide-after-plane-lands-at-bush-iah Back to Top FAA Issues Directive on Boeing 787 Flight Control Issue The U.S. Federal Aviation Administration (FAA) last Friday issued an airworthiness directive for all Boeing Co. (NYSE: BA) 787-8 and 787-9 aircraft. The directive requires a revision to the flight manuals for the planes instructing flight crews to avoid "abrupt flight control inputs in response to sudden drops in airspeed." In addition to avoiding the abrupt inputs, crews must be reminded to "disconnect the autopilot before making any manual flight control inputs." The FAA said that it has received three reports of in-service displayed airspeed anomalies on the 787s. Under certain weather conditions, with high moisture or icing, the flight crew's indicators may display an erroneous low airspeed number before detection by the plane's alerting systems. The FAA said it wants to ensure that crews avoid abrupt inputs "in response to an unrealistic, sudden drop in displayed airspeed at high actual airspeed." Abrupt corrections under these conditions "could exceed the structural capability of the airplane." The FAA described the three reported events: During each of the reported events, the displayed airspeed rapidly dropped significantly below the actual airplane airspeed. In normal operations, the air data reference system supplies the same airspeed to both the captain and first officer primary flight displays. During one in-service event, with autopilot engaged, the pilot overrode the engaged autopilot in response to the displayed erroneous low airspeed and made significant nose- down manual control inputs. In this situation, there is the potential for large pilot control inputs at high actual airspeed, which could cause the airplane to exceed its structural capability. Boeing is working on a fix for the problem, according to the FAA, but the agency noted that the condition required immediate adoption of the airworthiness directive: The FAA has found that the risk to the flying public justifies waiving notice and comment prior to adoption of this rule because large, abrupt pilot control inputs in response to an unrealistic, sudden drop in displayed airspeed at high actual airspeed could exceed the structural capability of the airplane. The directive becomes effective April 14, 2016. FAA Issues Directive on Boeing 787 Flight Control Issue - The Boeing Company (NYSE:BA) - 24/7 Wall St. http://247wallst.com/aerospace-defense/2016/04/06/faa-issues-directive- on-boeing-787-flight-control-issue/#ixzz456d2prZW http://247wallst.com/aerospace-defense/2016/04/06/faa-issues-directive-on-boeing-787- flight-control-issue/ Back to Top Air France Crew Refuse to Cover Up on Flights to Iran Unions say it's illegal to make crew wear the "ostentatious religious symbol." Air France is hitting some turbulence as it restarts flights to Iran, with female flight attendants taking action against new uniform instructions. Union leaders and management for the flight company are meeting Monday about objections to a memo telling female attendants they must wear the pants version of their uniform, rather than the skirt option, on the flights to Tehran, as well as a "loose-fitting jacket and headscarf" before exiting their planes, the AP reports. Now that economic sanctions on Iran are lifted, Air France will begin running three flights a week between Paris and Tehran on April 17, after eight years without service between the two countries. Union leaders said that the headscarf mandate infringes on the attendants' personal freedoms and qualifies as being told to wear an "ostentations religious sign," which is illegal in France. They want flights to and from Tehran to be optional for flight attendants, and one leader said Air France authorities had floated the possibility of consequences for staff who wouldn't comply with the uniform specifications. "They are forcing us to wear an ostentatious religious symbol. We have to let the girls choose what they want to wear. Those that don't want to must be able to say they don't want to work on those flights," said union leader Françoise Redolfi. Air France said it already required staff to wear abayas over their bodies during stops in Saudi Arabia, and the new regulations were not out of the ordinary. People are not allowed to wear headscarves in government offices or schools within France, and wearing a full veil is illegal in public. http://time.com/4280495/air-france-headscarf-iran/ Back to Top U.N. rethinks global sleep standards for helicopter pilots A helicopter-assisted power line technician works on a telephone pole while perched on a platform affixed to the hovering helicopter in Rhodesdale, Maryland October 29, 2014. REUTERS/Kevin Lamarque A U.N. aviation task force is updating global standards to ensure commercial helicopter pilots get enough sleep, at a time of broader industry efforts to manage crew fatigue, a technical specialist for the group said Wednesday. The Montreal-based International Civil Aviation Organization is working to bring sleep standards for helicopter pilots in line with existing recommended practices for commercial airline crew, said Michelle Millar, ICAO's technical specialist, human performance. Unlike the existing standards for helicopter pilots, guidelines for commercial airline pilots take into account basic human physiology such as circadian rhythms and the importance of sleeping at night. Fatigue management has become a growing priority for the aviation industry amid concerns that commercial airline and helicopter pilots are being asked to work longer hours because of an anticipated shortage of pilots around the world. Concerns over pilot fatigue gained global attention recently following the March crash of a FlyDubai jet in Russia, which killed all 62 people aboard. FlyDubai said the safety and welfare of its crews were of primary importance following media reports that raised concerns of fatigue among its pilots. The crash is under investigation. ICAO does not specify the exact number of hours that commercial airline pilots should sleep. Instead, the agency has told its 191 member states to come up with their own regulations based on "scientific principles and operational knowledge," Millar said on the sidelines of an ICAO symposium on fatigue management. "It means giving them (pilots) an opportunity to get the amount of recovery sleep so they can function at an optimal level," Millar said. "It's not just getting the right number of hours off, it's when you get those hours off and how well you can take advantage of getting good sleep during those hours." The guidelines for international helicopter pilots would apply to the oil and mining industries, for example. They should be complete by 2018, she said. ICAO data shows the aviation sector is expected to need more than 350,000 pilots by 2026 to fly an additional 25,000 new aircraft, even as more crew become eligible for retirement. http://www.reuters.com/article/us-aviation-un-fatigue-idUSKCN0X32G2 Back to Top Ice detection technologies to enable aviation safety Aircraft icing, caused by soaring altitudes and high concentrations of ice crystal laden clouds, continues to be a concern for the aviation industry. While build-up of these tiny crystals can cause damage to an aircraft engine or worse, researchers at the National Research Council of Canada (NRC) are addressing an industry-wide gap with the development of two new technologies designed to enhance ice particle detection - an ultrasound ice detection sensor, and a particle ice probe. The ultrasound ice accretion sensor is a non-intrusive device that uses ultrasound technology to send out acoustic waves that provide data about conditions on the inside of an aircraft's engine. What's particularly innovative about the ultrasound senor is that it does not have to be placed within the environment being measured, ultimately eliminating the risk of damage caused by ice and debris. The sensor uses ultrasound to act as both a microphone and a speaker, sending out an acoustic wave that is reflected back, and providing data about conditions on the other side of the 'skin.' The reflected acoustic signal is analyzed using methods developed at NRC. Over three years, the sensor was put through rigorous testing for ice crystal icing investigation. Modifications to enhance the technology included improving performance and durability through changes to materials, cabling and fabrication, and the development and testing of installation procedures. The sensor was ready to move to a definitive high altitude ice crystal icing engine test in November 2015. Through NRC's Memorandum of Understanding (MOU) with NASA to collaboratively advance icing research and improve flight safety, the sensor was tested at the NASA Propulsion Systems Laboratory. In partnership with Honeywell Engines and the Ice Crystal Consortium, which provided a test engine known to roll back to idle in certain icing conditions, the sensor was tested at 30,000 feet in a real icing environment. "We have been able to detect ice accretion in an actual engine icing environment, and have also seen that this sensor has sufficient sensitivity to distinguish between severe and light accretions and in effect, to measure the accretion intensity," said Dan Fuleki, a project manager at NRC. Like the ultrasound ice accretion sensor, the NRC's particle ice probe is a small, lightweight device mounted to aircraft or engine surfaces and has no effect on fuel consumption or aerodynamics. The probe detects particles in the atmosphere around the aircraft by measuring changes in the electrical characteristics when flying in a high- altitude and ice crystal environment. Why is this important? Aircraft icing resulting from liquid water in clouds has been a concern of the aviation industry for decades. More recently though, research and technology development has been focused on the risks related to ice crystals in clouds. Even when present in high concentrations, these ice crystals remain invisible to airborne weather radar. Ice crystals can clog or damage engines and block or foul pitot tubes - used to measure aircraft speed - initiating a dangerous sequence of events that at least once ended tragically. Recently implemented regulations in Europe and North America require aircraft manufacturers to address the issue of ice crystal icing environments. An initial understanding of this problem and its many factors prompted the European Commission to fund the High Altitude Ice Crystal (HAIC) project created by Airbus in 2012. Since preventing aircraft icing is a broad industry necessity, the project engaged many research organizations and industries with the common goal of allowing aircraft to operate safely in these atmospheric conditions. The National Research Council of Canada, one of 34 partners from 15 countries, had the key task to provide and enhance ice particle detection and awareness technologies for use onboard commercial aircraft. The ice probe, a small, lightweight device flush-mounted to aircraft or engine inlet surfaces, has no deleterious effects on fuel consumption or aerodynamics. In addition, the commercial version is expected to require no more power than a cellphone. It detects particles in the atmosphere around the aircraft by measuring changes in the electrical characteristics of the local atmosphere when in an ice crystal environment. It uses this capability to detect and measure the concentration of ice particles in ice crystal laden clouds. How this information is then used is up to the aircraft manufacturer: to detect and continue, or to detect and react (change route). The development of these two industry-leading ice particle detection technologies for high-altitude aircrafts are both ready to leave the laboratories for the commercial market. This will help deliver an important objective for the aviation industry related to the improvement of the aircraft operation and the enhancement of international flight safety when flying in mixed phase and glaciated icing conditions. The availability of appropriate detection and awareness technologies fitted on aircraft will be an important outcome of this innovation, providing the ability to alert flight crew or enable the adaptation of the flight path well in advance so as to avoid flying in such weather conditions. http://www.thenextsiliconvalley.com/2016/04/06/6022-ice-detection-technologies-to- enable-aviation-safety/ Back to Top First Black Military Woman Elected to Aviation Hall of Fame Brenda Robinson became the first Black female pilot in the military to be inducted into the Women in Aviation International Pioneer Hall of Fame. (Twitter Photo) "There is no time to be afraid," Brenda Robinson said about carrier landings, "you just do it!" Robinson, a retired Navy Reserve lieutenant commander, was the first Black female pilot certified to land on an aircraft carrier - the USS America - in January 1981. Six months earlier, she broke the navy's gender-race barrier when she earned her wings. Robinson was inducted into the Women in Aviation International (WAI) Pioneer Hall of Fame during WAI's 27th annual convention in Nashville, Tennessee March 10-12. She is the first female military aviatrix to be inducted. Other Black inductees include pilots Bessie Coleman (1995), Willa Brown (2003), Janet Harmon Bragg (2003), and astronaut Mae Jemison (2003); all were listed in WAI's 100 most influential women in aviation. WAI was formed in 1990 as a nonprofit organization encouraging the advancement of women in all aviation fields. Astronauts, pilots, navigators, maintainers, engineers, airport managers, and other careers are represented among its 13,000 members. Inside the Gaylord Opryland's Presidential Ballroom, WAI founder and president Peggy Chabrian jubilantly announced WAI had crested $10,000,000 in scholarship giving since 1996. Over $661,000 was awarded during the Nashville convention. Four of Robinson's Black aviation school classmates accompanied her, including retired Navy Capt. Donnie Cochran, the first Black pilot and commander of the prestigious Blue Angels demonstration team. Cochran escorted Robinson onstage to receive the award. Robinson grew up in North Wales, Pennsylvania; she had great friends, but also played easily by herself. Wearing her Sunday's best for her first plane ride - to visit relatives in Chicago - Robinson thought, "I would do anything to travel like that." Robinson studied hard and took advantage of educational opportunities to realize her dream. While attending North Penn High School near Philadelphia, she learned about air traffic control in a career program at nearby Wings Field. At Dowling College in Oakdale, New York, she was the only Black woman majoring in aeronautics. During her first summer, she took flight lessons at MacArthur Airport in Islip, New York. There she met and flew with a woman pilot for the first time. After college, Robinson was the only Black woman - one of 10 nationwide - selected for boot camp followed by naval flight training. On June 6, 1980, she became the navy's 42nd woman to wear "wings of gold." After 34 years in the sky, the retired American Airlines pilot is more concerned about grooming the next generation of aerospace professionals, founding the Aviation Camp for the Carolinas in 2014 to encourage youth about aviation careers. Robinson authored two books: "Success is an Attitude, Goal Achievement for a Lifetime"; and "FOUND! The Lost Owner's Manual for Growing African Hair". She is working on her autobiography, "The Very First Raven" - her Navy call sign. "We've come a long way," Robinson said, turning her Hall of Fame acceptance speech into praise for the 2,000-plus banquet attendees. "You are the ones who are making me smile; you are confident, and you are dignified, and you are professional; you are making me proud . . . Thank you, I'm honored." http://afro.com/first-black-military-woman-elected-to-aviation-hall-of- fame/#sthash.QKAdXF9k.dpuf Back to Top What Wall Street Can Learn From Asian Airlines' Diversity Problem Only 5% of pilots are women. Asia's rapid growth of air travel has created 226,000 new pilot jobs over the next two decades, prompting the airline industry to tap into new talent to keep up with demand: women, who currently account for only about 5% of captains and copilots worldwide. While demand in Asia is prompting this push for diversity, it is truly a global phenomenon. It's worth noting, however, that the pilot shortage and the extreme lack of gender diversity among pilots (roughly the same percentage as women CEOs of Fortune 500 companies) are separate issues. One reflects the need for an industry to hire more people. The other reflects the need for an industry to look at its norms, policies, culture, and other barriers-in other words, its lack of inclusion-that may discourage talented women from entering the profession, and ultimately, advancing to positions of leadership within it. Simply hiring more women because of an acute demand for more people without addressing inclusion is likely to spell disaster. For the airlines in Asia, recruiting more women into an industry that might not have examined its culture could exacerbate some of the issues that are already present in the workplace and act as barriers to entry for women. Recruiting people is one thing, but the challenge of retaining and advancing them is another-just ask corporate America about how difficult it is to racially diversify the C- Suite. The Asian pilot shortage, then, is a cautionary tale for other industries-from Wall Street to Silicon Valley to construction and engineering-in which women face unspeakable challenges in order to aspire, persist, and advance in traditionally male-dominated professions. Diversifying organizations and industries without commitment to eliminating the obstacles to inclusion is short-sighted and can actually serve to undermine well- intended diversity efforts. The first set of challenges is around the talent pipeline and the barriers that often serve to prevent women and girls from even aspiring to the cockpit in the first place. It is often said that people cannot be what they cannot see. And despite the pioneering work of women like Amelia Earhart and Harriet Quimby in the aviation field, few women are currently showing up as role models for young girls on Career Day. Just as there is a dearth of female aviator role models for (young) women, the story is similar for women throughout the science, technology, engineering, and mathematics (STEM) professions. The lack of high-visibility women in these roles could short-circuit the aspirations of talented young women who are capable and would seriously consider this career option with just the slightest encouragement. Greater intentionality in recruiting and pipeline development is a necessary, but insufficient step in drawing interest from groups that are underrepresented in the profession. The second set of challenges deals with the psychological hurdles that thwart women who do aspire to become airline pilots at the training stage. While many point to the high costs of civilian flight training as a barrier for women, cost is equally a barrier for men. Many aspiring aviators opt for military flight training to circumvent the cost barrier, but women make up only about 5% of the U.S. Air Force's pilots, which suggests that cost alone does not explain the dearth of women pilots. What is at work, however, is the insidious and defeating psychology of the training environment. Given the fact that most pilots and flight instructors-whether military or civilian-are male, women flight trainees are inundated with the subtle message that they are attempting to enter a "male profession," in which men are better-suited for success (despite an Army study that suggests that women make safer helicopter pilots). Research shows that when women are engaging in tasks at which men are generally perceived as being superior (without regard to actual ability), women demonstrate less confidence and also believe that they must achieve at a higher level than men just to be considered average. When individuals have more confidence in their competence on career-relevant tasks, they are more likely to persist in their profession. So even if the aviation industry is successful in attracting the interest of would-be women pilots, their persistence in the profession is an equally important success metric. Still another set of challenges encompasses the social and structural barriers to the persistence and advancement of women who actually are pilots, both at the industry level and in the workplace. Among them is a salient gender bias in the traditional division of roles within the industry: Men belong in the cockpit and women as flight attendants. Many female captains have observed that the long hours, time away from family, and job stress weighs on them and likely deters other women from entering the profession in the first place. And while individual organizations may not be able to unilaterally change professional norms at the industry level, getting it right at the organizational level through more generous maternity leave policies or opportunities for flex-time can create a competitive advantage in the war for talent. For Asian airlines, like traditionally male-dominated industries and professions everywhere, the solution is not to simply go out and recruit more women. Diversity without inclusion leads to chaos. It is a much more complex problem that demands greater attention to the sociological, psychological, and organizational barriers that may be keeping highly qualified women away from the industry in the first place-and may be discouraging those few women in the profession from persisting and advancing to the highest levels of leadership. http://fortune.com/2016/04/07/asian-airlines-diversity-problem-wall-street/ Back to Top Sea-Tac Airport to consider dropping TSA for private security Pressure mounted on the Transportation Security Administration Wednesday to fix long lines at Sea-Tac when the airport director told KIRO 7 he is considering all options, including replacing the TSA with private security contractors. "It's really a sign of us looking outside the box," Lance Lyttle said. "We have a problem and we can't operate the same way and expect different results." Lyttle said no decisions have been made and that the idea is still in the exploratory stage. Lyttle said airport workers will visit other airports with private security, like San Francisco, and hold a roundtable for Seattle port commissioners about how it works. Wait times at Sea-Tac now reach an hour during peak periods, and Senator Maria Cantwell's office says a thousand passengers missed flights in March. Cantwell is also upping pressure on the agency. Along with Senator Patty Murray, Cantwell sent a letter to the head of the agency on Monday objecting to excessive wait times. On Wednesday, Cantwell got TSA Administrator Peter Neffenger to agree to train new security officers locally rather than send them to a training center in Georgia, a move that airport officials estimate will speed the process of bringing new hires online by as much as four weeks. Airport officials say TSA staffing is the root of the problem. Of the 32 security lanes at Sea-Tac, 17 or 19 of them are open. On the busiest day, 21 are open. Lyttle said TSA K-9's greatly improve the flow of passengers through checkpoints, improving the flow in a line from about 130 people per hour to 200. The dogs check for explosives while people are in line, which means passengers can move quicker through screening. Lyttle said dogs are only available for the busiest times at the airport, including the early morning rush. Neffenger told a Senate committee he plans to visit Sea-Tac next week. http://www.kiro7.com/news/sea-tac-airport-to-evaluate-dropping-tsa-for-private- security/200091933 Back to Top Southeastern aviation program to celebrate 50 years The Aviation Sciences program at Southeastern Oklahoma State University has a long and storied history. Fifty years of history, to be exact. Alumni and friends will be celebrating 50 Years of Excellence in Aviation at Southeastern with a number of special events on April 15-16. On Friday, April 15, an Aviation Career Seminar will be held from 1-4 p.m. in the Magnolia Room on campus. Representatives from several major airlines are scheduled to attend. That evening at 6 o'clock, an aviation alumni gathering will be held at Sports City Café in Durant. Saturday (9:30 a.m. - 4 p.m.) will be filled with family activities, with tours of campus and an open house at Eaker Field. A special banquet will be held Saturday night at 6 o'clock in the Southeastern Ballroom with Col. James Hanny, Southeastern's first aviation graduate and a Distinguished Alumnus, serving as keynote speaker. Events conclude Saturday night with an alumni reception at the Massey Building in downtown Durant. For more information about the activities, visit http://alumni.se.edu/events/EventDetails.aspx?id=747576 Chris Ferguson serves as president of the Southeastern Aviation Alumni Association. The Southeastern Aviation Sciences program has expanded since its inception in 1966, with courses now delivered in Durant, at Tinker Air Force Base and Rose State College in Midwest City, and at Oklahoma City Community College. It offers undergraduate degree programs with the Professional Pilot Option and the Aviation Management Option. In addition, a master's program in Aerospace Administration and Logistics is offered. One of the newest innovations is the Pilot Pipeline Program, an agreement Southeastern and EnvoyAir (formerly American Eagle Airlines) have in place to develop a career path from student to Regional Airline Pilot. This program gives the pilot a secured position at Envoy, while building time toward the ATP minimum flight experience requirements. Dr. Stan Alluisi (Chair of Aviation Management) and George Jacox (Chair of Aviation Flight) serve as co-directors of the Southeastern Aviation Sciences Institute. Other faculty members are Kyle Thomas, Chief Flight Instructor; John Van Bebber, Assistant Professor; Dr. Charles Marshall, Oklahoma City; and Dr. Steve McNeely, Oklahoma City. Lori Rupert serves as program coordinator at Tinker AFB. The Institute operates 19 airplanes: - 9 Cessna 150/152. Primary trainers - 7 Cessna 172R. Instrument, Glass Cockpit and Commercial training aircraft - 2 Cessna 182RG. High Performance and Complex trainers - 1 Cessna 310R. Multi-Engine Training The Southeastern Aviation Sciences Institute is accredited by Aviation Accreditation Board International. http://durantdemocrat.com/news/local-news-1/4285/southeastern-aviation-program-to- celebrate-50-years Back to Top Airbus, Siemens to co-build electrically-powered aircraft Airbus Siemens electric plane European aero manufacturer Airbus and German engineering giant Siemens have partnered in a collaboration which will see the duo design and build electric aircraft technology. The companies said that the project would involve a joint team of around 200 engineers. The results of which will demonstrate the possibilities of incorporating electric and hybrid systems in future aircraft, including small planes, helicopters and UAVs. 'We believe that by 2030 passenger aircraft below 100 seats could be propelled by hybrid propulsion systems and we are determined to explore this possibility together with world- class partners like Siemens,' said Airbus Group CEO Tom Enders in today's release. Siemens President and CEO Joe Kaeser also commented that the partnership would form part of his company's Innovation AG department, which is exploring the application of new technological trends in industry. 'By entering the field of highly innovative aircraft propulsion technology, we're opening a new chapter in e-mobility. [The] collaboration... will create new perspectives for our company and open us up even more to disruptive innovation,' added Kaeser. The companies also referred to the urgency of meeting European targets for reducing the airline industry's contribution to climate change and cutting carbon dioxide emissions by 75% by 2050, compared to values recorded in 2000. In addition to cutting chemical pollutants, they said that the electric aircraft would also be quieter than traditional planes, eliminating noise from aviation. Airbus traditionally manufactures large aircraft which seat over 100 passengers, but over recent years it has invested more funds in advancing the incorporation of electric engines in aeroplanes to cut fuel consumption - one of the highest costs for airline companies. Last year, the aircraft maker unveiled an electric plane prototype with a successful English Channel crossing. The two-seat demonstration plane was powered exclusively by lithium batteries and took 36 minutes to complete the journey from the English town of Lydd, Kent to Calais in France. https://thestack.com/world/2016/04/07/airbus-siemens-to-co-build-electrically-powered- aircraft/ Back to Top New system helps aircraft automatically avoid mid-air collisions A research effort associated with DARPA's Aircrew Labor In-Cockpit Automation System (ALIAS) program recently conducted the first successful flight tests of a shoebox-sized, plug-and-play system designed to enable manned and unmanned aircraft to automatically detect and avoid potential mid-air collisions. An unmanned air vehicle (UAV) repeatedly used the technology demonstration system to detect and track in real time a Cessna 172G aircraft approaching from various vertical and horizontal distances. For a larger version of this image please go here. Watch a video on the technology here. An unmanned air vehicle (UAV) repeatedly used the technology demonstration system to detect and track in real time a Cessna 172G aircraft approaching from various vertical and horizontal distances. The integrated sense-and-avoid (SAA) system includes a single optical camera that provides imagery for detection and tracking. The system also incorporates passive ranging features that assess the likelihood of an incoming aircraft intersecting the flight path of its host aircraft, and collision-avoidance capabilities to determine the best way to steer the host aircraft out of harm's way. The work is part of a DARPA effort to create a low-cost, easily installed system to detect oncoming or crossing aircraft and determine the best avoidance strategy compliant with standard rules that set minimum vertical and lateral distances between aircraft during flight. "This successful flight test is a step toward adding external perception to ALIAS' toolkit for advancing in-flight automation," Dan Patt, "What pilot wouldn't want to set a box on their dashboard that would provide an additional pair of eyes to alert of potential collisions? This SAA system has the potential to enable a wide range of manned and unmanned systems to safely integrate into an increasingly populated and complex airspace." DARPA has been developing this capability over the past two years and put the technology demonstration system through extensive preliminary testing before the recent flight tests, which evaluated only detection and tracking. Based on the success of those flights, DARPA is planning another phase of the effort, which includes joint funding from the U.S. Air Force Research Laboratory (AFRL). This follow-on research would shrink the system size; further test the ranging and collision-avoidance features; mature additional capabilities of the system such as detecting aircraft below the horizon and in poor light conditions; and improve calculations for optimal aircraft trajectories to avert impending collision. The system could ultimately serve as a line of defense in future layered air-traffic management systems that could include Automatic Dependent Surveillance-Broadcast (ADS-B) transponders and ground-based radar systems that are part of the federal NextGen effort. There is particular potential applicability for unmanned air systems or aircraft with reduced crew sizes. The ALIAS program envisions a tailorable, drop-in, removable kit that would enable high levels of automation in existing aircraft and facilitate reduced need for onboard crew. The program intends to leverage the considerable advances that have been made in aircraft automation systems over the past 50 years, as well as the advances that have been made in remotely piloted aircraft technologies, to help shift and refocus pilot workloads, augment mission performance and improve aircraft safety. http://www.spacedaily.com Back to Top Dover Air Force Base closing Jet Engine Shop DOVER - After more than 40 years, Dover Air Force Base's Jet Engine Shop is preparing to shut its doors. Looking through the nacelle of a General Electric TF39 engine, airmen assigned to the 436th Maintenance Squadron Jet Engine Intermediate Maintenance flight secure a TF39 engine to an engine trailer in 2014 at Dover Air Force Base. (Dover Air Force Base photos/Roland Balik) While the space the shop currently occupies will eventually be used for different purposes, the closure has a symbolic impact, several workers say. For many, working at the facility has been more than a job. Thousands of engines have moved through the shop since 1971, helping the workspace build a widespread reputation. Military members and civilians stood alongside one another to repair engine flaws and make the machines flight-worthy once more. "It's a 45-year legacy," aircraft engine supervisor Kevin Morrow said. "It really is. It's a storied legacy." The location handles TF39 jet engines, which have been used on Lockheed C-5 Galaxy models, specifically the A and B versions. Now, however, the Air Force is shifting to C-5M aircraft, which use CF6 engines. Both engines are made by General Electric. With the newer CF6 models under warranty, repairs are handled by the company rather than the military, aircraft engine supervisor Robert Burkhamer said. Personnel from the 436th Maintenance Squadron Jet Engine Intermediate Maintenance flight slowly hoist a General Electric TF39 engine July 21, 2014, at Dover Air Force Base. The weight of an operational engine is more than 7,200 pounds. The C-5M Galaxy is a more modernized aircraft and its use of the CF6 makes the TF39 engines obsolete. Massive transports capable of carrying more than 100 tons worth of equipment, C-5s have been kept at Dover Air Force Base since 1969. They've been powered by TF39s for that timespan. "These aircraft have been the backbone that carried the lion's share of the war-fighting capability across the world over the years," Mr. Morrow said. The shop finished work on its final engine last month. It is now is in the process of closing, which could take up to a year. Before the location is transformed into a new facility, equipment needs to be moved and engines need to be dismantled. Fluids are removed from the TF39s, allowing them to be scrapped and the government to re-use some of the metal. For decades, when a TF39 appeared faulty, it would be sent to a base to be fixed. Often, that site was Dover Air Force Base. Engines from New York and engines from Germany have been worked on at the base, giving experts a chance to find and correct vital flaws. With flight, even the tiniest details matter: A part off by a single millimeter can spell disaster if not noticed and fixed. In the 1970s, it took approximately 70 days to tear down and rebuild an engine. Now, workers can do it in about half that time. While there were once around 200 people working on engines at the base, that number is now down to about 25. Contracts for civilian workers happened to end around the same time the last engine was completed, so the facility is now run by a "skeleton crew," Mr. Morrow said. Although the shop is shutting down, the workers will not be left behind. The airplanes will remain in Dover, and technicians will be transferred to other units at the base, easing the transition. The base hosted shops for equipment, air pressure, test cells and more, all of which were crucial in repairing engines. After work was complete, engines would be placed in a test cell. As the name indicates, it measured whether a TF39 was flight-worthy. "That engine, before it left our shop ... it's gone over with a fine-tooth comb," Mr. Morrow said. Some of the damage to an engine results from typical wear and tear, similar to how an older car may need its transmission replaced. Engines have also been, on occasion, struck by birds in flight. Though a TF39 outweighs a bird by a few tons, fowl can wreak havoc on sensitive machinery. It was not uncommon for workers, at least in the early days of the shop, to find additional problems beyond what was initially reported. The busiest period, Mr. Morrow estimated, was the Gulf War, as technicians labored to ensure they had enough engines - and thus, aircraft - to meet the minimum readiness level. The technicians who worked at the shop over the years took immense pride in their work and were often shifted to the different units within and around the shop, Mr. Morrow and Mr. Burkhamer said. Both men have worked at the location for more than 35 years, and as they addressed the past and future Tuesday, some emotion popped up. "We work with these people more than we are with our families," Mr. Morrow said. Last month, more than 200 people attended a celebration of the shop's legacy, reminiscing and reflecting. The party also featured a ceremonial shutdown of engine 1429 - the very first engine to be worked on at the shop. "A lot of folks are no longer with us," Mr. Morrow said. "They were the folks that handed us the torch in their career. We're keeping it lit." http://delawarestatenews.net/news/dover-air-force-base-closing-jet-engine-shop/ Back to Top PhD Research Request Fellow Helicopter Crewmember, This is a request for you to participate in a research study for my doctoral degree. The purpose is to study the relationship between safety management systems, incidents and accidents, and company performance for small helicopter companies with less than 5 aircraft and in the last 10 years. The survey asks several questions to determine if you can continue. There are series of questions on safety management systems, incidents and accidents, and company performance. To participate, you must be between age 21 to 60, had aircrew experience in a small civil helicopter organization with less than 5 aircraft and in the United States in last 10 years. You may currently be a helicopter student pilot. Please follow the link below and fill out pre-survey questions to confirm your eligibility. The survey does not include any identifiable data about the crewmember or places of employment. It will take about 12 minutes to complete. The survey will remain active through the end of April 2016. https://www.surveymonkey.com/r/5VPCZZ5 Thank you very much for your participation! Principal Investigator Scott Burgess Doctoral student at Northcentral University S.Burgess4793@email.ncu.edu Back to Top Graduate Research Request Research Survey Invitation Are you or have you been a pilot, UAS-pilot or air traffic controller? Do you have an interest in how UAS are integrated into the National Airspace? If so, please consider taking my survey which forms part of a masters research project to see if there are differences in the attitudes of pilots, UAS-pilots, and air traffic controllers when it comes to the integration of UAS into national airspace. The survey will take around 20 minutes to complete and can be saved at any stage. Responses are anonymous. SURVEY LINK: https://coventry.onlinesurveys.ac.uk/unmanned-air-systems-integration Back to Top Survey Invitation Hello: You are invited to participate in a research study that is designed to examine the relationship between pilot attitudes and the execution of flight safety checklists. Your participation is of great value because of your unique perspective as a pilot that will help in understanding why pilots choose to execute flight safety checklists or not. The survey will take approximately 15 to 20 minutes to complete. A status bar is provided at the top that tracks your progress as you complete the survey. Please note this survey is part of a doctoral dissertation study being conducted at Northcentral University. Before clicking on the link below, it is important for you to know the following: 1. Your responses will be confidential and will be accessible only to my professor and me. 2. Your responses will remain completely anonymous and no identifying information will be collected. 3. No reference will be made in oral or written reports that could connect you in any way to this study. 4. Your participation is completely voluntarily and you are not required to participate in the study. 5. If you begin completing the survey and opt not to continue, you may simply close your browser's window to close your session. This action will eliminate you as a participant. 6. By clicking on the link below you are indicating that you are a licensed pilot and are at least 18 years old and have agreed to voluntarily participate in this study. If you have any questions, please contact Mr. Barry Hyde at B.Hyde0394@email.ncu.edu. https://www.surveymonkey.com/r/bhyde_ncuresearchstudy Curt Lewis