Flight Safety Information May 17, 2016 - No. 096 In This Issue FAA orders extra scrutiny for some older, hardworking 737s PNG Islander plane crash investigation compromised by looters EXCLUSIVE: INSPECTION SHOWS JFK AIRPORT CONTINUES TO HAVE PROBLEMS WITH RUNWAY MAINTENANCE. No beer? Man locks himself in airplane bathroom in protest FAA Worried About ADS-B, 1090 MHz Interference New FAA Rules Could Revolutionize the Aircraft Market UAE Military Aircraft Crash Raises Safety Concerns Air safety watchdog probes Jetstar tailstrike on Melbourne Airport runway Smoke in cockpit forces pilots into emergency landing Southwest pilots sue carrier to block flying of Boeing's Max Embraer Mulls WTO Claim Against Bombardier After Delta Jet Deal The FAA Flight Standards Service is pleased to announce the Asia-Pacific Flight Standards Meeting ZODIAC ARRESTING SYSTEMS AMERICA NATA Launches Free Aircraft Operator Safety Resource Call for Nominations For 2016 Laura Taber Barbour Air Safety Award GRADUATE RESEARCH SURVEY REQUEST FAA orders extra scrutiny for some older, hardworking 737s The FAA is requiring U.S. airlines operating 285 older Boeing 737 Classic jets to make regular inspections for widespread metal fatigue in the aft fuselage skins and to replace some skin panels after 53,000 flight cycles of takeoffs and landings. The Federal Aviation Administration (FAA) is requiring U.S. airlines operating 285 older Boeing 737 Classic jets to make regular inspections for widespread metal fatigue in the aft fuselage skins and to replace some skin panels after 53,000 flight cycles of takeoffs and landings. New FAA directives published Thursday make mandatory the recommendations in a special Boeing service bulletin sent last June to airlines operating the affected 737s, which are all at least 18 years old. Boeing concluded that at points where the aft fuselage skin is chemically milled to create pockets of thinner-gauge metal, the skin is subject over time to widespread metal fatigue - resulting in thin cracks in hidden parts of the aluminum skin that may not be detected during routine airplane inspections. "As an airplane ages, widespread metal fatigue will likely occur, and will certainly occur if the airplane is operated long enough without any intervention," the FAA directives state. "Without intervention, these cracks will grow, and eventually compromise the structural integrity of the airplane." The new FAA instructions update a 2009 directive issued after a hole opened in the fuselage of a Southwest 737 flying from Nashville, Tenn., to Baltimore, causing a rapid decompression of the passenger cabin. The plane landed safely and no one was hurt. The fuselage tear in that incident was attributed to local metal fatigue that caused the aluminum skin to separate along the edge of a chemically milled pocket. Since then, the FAA directives state, additional cracks were found in 737 aft fuselage skin panels as well as cracks at fastener holes where the panels are spliced together, leading to the conclusion that the metal-fatigue issue is more widespread. The new safety directives go beyond the previously ordered inspections to add mandatory modifications, including replacement of some skin panels. The FAA estimates that it will cost U.S. airlines more than $40 million to complete the inspections on all 285 airplanes. Replacing the skin panels will cost up to an additional $50 million, the FAA estimates. The condition addressed in the FAA directive was not the cause of a separate 2011 incident, when a 5-foot-long hole ripped open in the roof of a 737 Classic during another Southwest Airlines flight, this time out of Phoenix. In that case, a National Transportation Safety Board investigation determined that it was caused not by aging metal but by "bad workmanship" during assembly of the airplane. Information in this article, originally published May12, 2016, was corrected May 13, 2016. A previous version of this story incorrectly stated that the fuselage cracks addressed by the new FAA directives occurred along a lap joint. In fact they occur at the edges of areas of the skin that had been thinned through chemical milling. The separate and unrelated incident in 2011 was a lap joint tear. http://www.seattletimes.com/business/boeing-aerospace/faa-orders-extra-scrutiny-for-older- hard-working-737s/ Back to Top PNG Islander plane crash investigation compromised by looters Accident scene near Kiunga (PNG AIC) The Papua New Guinea Accident Investigation Commission (AIC) released a preliminary report on the fatal accident involving a Turbine Islander near Kiunga. The AIC chief blamed locals for disturbing the accident scene. On April 13, 2016, a Britten-Norman BN-2T Islander aircraft, operated by Sunbird Aviation, impacted terrain short of the runway at Kiunga Airport in Papua New Guinea, killing all 12 persons on board. The Preliminary report states that the aircraft took off from Tekin Airport at 13:56 hours local time on a VFR flight to Kiunga. On board were the pilot-in-command and 11 passengers: eight adults and three persons marked as infants on the manifest. In addition to the passengers and their baggage, the aircraft was carrying a significant quantity of vegetables. The flight arrived in the circuit area at Kiunga at 14:30 and the pilot flew a left-hand circuit to land on runway 07. Several witnesses reported that during its final approach the aircraft suddenly pitched up, almost to the vertical, after which the right wing dropped and the aircraft fell to the ground. It impacted the terrain vertically with almost no forward motion, about 1,200 metres west of the threshold of runway 07. Help arrived at the accident site after approximately 15 minutes. Three adults were found to have survived and were airlifted to Kiunga Hospital, where they later died. The other nine occupants did not survive the impact. Investigators found the no.2 engine propeller in the feathered position. In local media the AIC's CEO stated that people rushed to have a look after the accident and may have been responsible for moving or removing baggage and other items from the aircraft. This will make it difficult to compare the weight reported on the manifest with the actual weight and weight- and-balance. The investigation is continuing. http://news.aviation-safety.net/2016/05/13/png-islander-plane-crash-investigation- compromised-by-looters/ Back to Top EXCLUSIVE: INSPECTION SHOWS JFK AIRPORT CONTINUES TO HAVE PROBLEMS WITH RUNWAY MAINTENANCE NEW YORK (WABC) -- As past investigations have found, FAA inspectors usually find more safety violations at JFK Airport in New York City than at many other large airports. The Investigators obtained an exclusive copy of Kennedy's most recent inspection, which shows that problems with runway maintenance continues. The Port Authority says they're mostly minor violations, but one involved lights meant to keep planes from colliding NOT working. Thousands of runway lights and signs are crucial to keeping planes at JFK Airport from colliding, but The Investigators have learned that the most recent FAA inspection found numerous safety violations. One violation really stood out - runway guard lights, which are on the approach to a major JFK runway were broken, meaning the embedded flashing lights were not working. These guard lights are critical to preventing a pilot from mistakenly entering an active runway when planes are taking off or landing - key lights that prevent planes from colliding. "It's a bar of lights you are talking about - one of the most dangerous parts of a taxing aircraft, the possibility of an aircraft intruding on a runway with aircraft landing or departing on that runway, which is probably the height of danger of a collision of two aircrafts," said Pilot JP Tristani. Critical anti-collision lights are now working, according to head of airports for the Port Authority. He says the other runway deficiencies were minor. "A cracked lens or a missing light, you know we have thousands of lights at JFK, so this is not out of the ordinary," says Thomas Bosco of Port Authority. However, JFK had four times the number of safety violations found at a similar size airport. Inspectors at Chicago-O'Hare found just three runway violations. At JFK, inspectors found 12 violations, involving broken runway lights and runway signs and markings that were either incorrect or missing. Bosco: "You say it's high, I don't say it's high." Jim Hoffer: "Well, it's four times more than Chicago O'Hare, which is actually a larger airport." Bosco: "Again, you bring the same inspector to Kennedy, and have him do the inspection." Hoffer: "So you just had a tough inspector. O'Hare didn't, is that what you're saying?" Bosco: "No, I'm not saying that at all, I'm just saying that there's subjectivity involved when it comes to an FAA inspector, and what they write up, and what they don't." Year after year, JFK has racked up far higher safety deficiencies than similar-size airports. Past investigations by Eyewitness News have documented long stretches of dark taxiways and smoldering underground electrical cables. "It's the content of the deficiencies - they are a serious compromising of safety that can involve aircraft movements that could end up very easily in a catastrophe," adds Tristani. The Port Authority says all the safety violations have been corrected, adding they inspect all runways daily, and if there is a problem that does not meet safety standards, they close them until fixed. In the course of this investigation, Eyewitness News learned that last month, a loose bolt from a runway light punctured a tire of a commercial jet as it landed at JFK, forcing the runway to close for hours. One pilot said it is a sign that problems still exist. http://abc7ny.com/news/exclusive-inspection-shows-jfk-airport-continues-to-have-problems- with-runway-maintenance/1341027/ Back to Top No beer? Man locks himself in airplane bathroom in protest, feds say An Alaska Airlines flight bound for Seattle from Sacramento was diverted to Portland on March 14, after a passenger threatened violence if he was not served a beer, according to a federal indictment. On Tuesday, May 10, 2016, Luke Thomas Watts pleaded not guilty in U.S. District Court in Portland, to one count of interference with flight crew members and attendants. (Associated Press/File) No beer? Man locks himself in airplane bathroom in protest, feds say A man who federal officials say threatened violence on an Alaska Airlines flight if he didn't get a beer and locked himself in the bathroom forced the flight bound for Seattle to divert to Portland, federal authorities say. Luke Thomas Watts, 32, made his first appearance in federal court in Portland Tuesday afternoon, pleading not guilty to a one-count indictment charging him with interference with flight crew members and attendants. Watts was on a March 14 flight from Sacramento to Seattle when his outbursts and "express and implied threats'' convinced a crew to make an immediate landing in Portland instead, the indictment states. Watts threatened to become violent if flight attendants didn't serve him a beer, demanded that flight attendants give him a hug and locked himself in the plane lavatory while screaming and pounding on the bathroom's doors, according to the indictment. It's not clear from court documents or prosecutors whether the flight attendants had refused to serve him alcohol. Watts was represented by assistant federal public defender Mark Ahlemeyer. He was allowed to remain out of custody, pending trial. U.S. Magistrate Judge John V. Acosta ordered that he be subject to alcohol and drug testing while awaiting trial. A two-day trial has been tentatively set for July 12. http://www.oregonlive.com/portland/index.ssf/2016/05/feds_man_threatened_violence_i.html Back to Top FAA Worried About ADS-B, 1090 MHz Interference Radio frequency congestion is a side effect of ADS-B the FAA is working to alleviate With Automatic Dependent Surveillance-Broadcast (ADS-B) equipage on the rise and a wholesale mandate for the NextGen surveillance technology less than four years away, the FAA is getting serious about how to deal with a downside of the upgrade-radio frequency interference. The issue involves the 1090 MHz frequency and the potential ill effects of too many signals occupying too small a volume of airspace. That frequency is used not only by ADS-B transmitters but also by FAA air traffic control radars, airborne traffic-alert and collision warning systems (TCAS) and military identification friend-or-foe systems. Potential mitigations include replacing terminal radars (those typically covering a 60-nm radius around larger airports) with wide-area multilateration (WAM) systems, modifications to ground-based radars and adoption of hybrid TCAS variants. "It is like being at a concert-the louder the music, the more 1090 MHz traffic, the harder it is to hear the person next to you," says Rob Strain, a senior principal engineer with The Mitre Corp.'s FAA-sponsored Center for Advanced Aviation System Development. Mitre, a not-for- profit organization, is part of an industry group tasked by the FAA with analyzing the issue and suggesting potential fixes. The FAA is considering replacing terminal radar systems with multilateration systems in an effort to reduce 1090 MHz frequency congestion. Of most concern is that in a congested environment, the 1090 MHz signals an aircraft depends on to ensure self-separation or to provide position information to air traffic control (ATC) will be blocked, making it temporarily invisible to the ground or other aircraft. Strain emphasizes that there is no evidence of problems today but that mitigations will be needed to preserve the spectrum for the next 20 years or more. "I don't think the sky is falling here," he says. TCAS operates on two frequencies: An "interrogator" broadcasts queries on 1,030 MHz; transponder-equipped aircraft in the vicinity respond with a 1090 MHz message. Ground-based secondary surveillance radars (SSR) also use the same two frequencies to query airborne transponders (on 1,030 MHz) and receive aircraft position and identification information (on 1090 MHz). However, unlike legacy airborne transponder systems, in which a transponder does not broadcast its 1090 MHz signal unless it is queried, ADS-B transmitters continuously broadcast messages on 1090 MHz at more than five times per second, increasing the potential for interference as more aircraft are equipped. While ADS-B in theory could replace SSRs (since ADS-B automatically broadcasts aircraft position), helping to reduce 1090 MHz congestion-particularly in the terminal area-in reality a significant number of SSRs will have to be kept operational in part to track aircraft not required to carry ADS-B and "noncooperating" targets. The FAA first started analyzing the potential interference problem in 2008 and again in 2010 as the agency began building a ground network to receive the 1090 MHz ADS-B messages from aircraft. The network sends those messages to ATC, which then retransmits composite traffic updates (including the position of general aviation aircraft that are using an alternate ADS-B frequency) to the aircraft on 1,090 MHz. ADS-B downlink messages contain highly accurate GPS-derived position and velocity information, along with a variety of other identification and metrics from onboard systems. Study results show airborne ADS-B and TCAS systems would fail to meet performance requirements as the number of ADS-B-equipped aircraft grows. The FAA identified two potential software modifications to SSR to reduce frequency congestion in the near term (through 2020), both of which the agency is now in the process of implementing. Beyond 2020, the FAA is considering a broader slate of changes. For SSRs, potential mitigations include Mode S range limitations, or lockouts, beyond which no interrogations are sent, and using ADS-B information from the FAA's ground network to help the radar system acquire targets. In the terminal area, the FAA could replace SSRs with WAM systems, quasipassive networks that receive transponder signals and provide surveillance information. Solutions for the airborne segment include installing TCAS hybrid surveillance systems, which take advantage of ADS-B functions. "With ADS-B, you have the opportunity for TCAS to passively listen to the ADS-B traffic and only go active and start interrogating when that traffic becomes more of a close-in threat," says Strain. The FAA, in a March 11 status update, noted that the WAM and hybrid TCAS alternative "appears to provide the greatest improvements" from a cost-benefit standpoint, although further analyses are underway. http://awin.aviationweek.com.ezproxy.libproxy.db.erau.edu/ArticlesStory.aspx?id=9b4f8d77- 3bf7-4c4c-8a46-50af9765ba14 Back to Top New FAA Rules Could Revolutionize the Aircraft Market Some substantial new FAA rules could bring more aircraft to market at a cheaper price. "Twice the safety at half the cost" has been the mantra of aviation advocates pushing for regulatory reform and, after a decade of trying, this year could be when their wishes come true. The Federal Aviation Administration (FAA) has published proposed new rules that would simplify the procedures for certifying new airplanes for the private market-encompassing everything from a four-seat Cirrus to most turboprops and some small jets. Advocates say this will make it easier for manufacturers to innovate, and cheaper for owners to upgrade their current airplanes as new technology comes on the market. The proposed rules were released in March. The FAA will collect public comments and hold hearings for 60 days. Aviation lobbying groups are pressing the FAA to then enact the final rules by the end of this year. The new rules propose to use industry standards that will be the same worldwide, which also makes it easier for airplane manufacturers based in Europe, China, Australia, and elsewhere to sell their products in the U.S. market. And while manufacturers hope to see a substantial drop in their certification costs, that will not likely translate to "half the cost" for buyers-but advocates say the lower development costs plus increased competition will trickle down. The new rules will also do away with outdated language that inadvertently made it impossible to certify airplanes with electric or hybrid power plants. (gama.aero) http://robbreport.com/aviation/new-faa-rules-could-revolutionize-aircraft- market#sthash.I37HqO9X.dpuf Back to Top UAE Military Aircraft Crash Raises Safety Concerns DUBAI, United Arab Emirates - A United Arab Emirates military aircraft crashed Sunday, killing a pilot and an instructor. The fatal event is the UAE military's twelfth crash in six years. The General Command of the UAE's armed forces said the plane went down during a training flight over the country. "The accident resulted in the death of the crew consisting of a pilot and instructor and authorities are conducting investigations to determine the cause of the accident," a statement issued by state news agency Wam said. No further details on the type of aircraft have been released. The pilot, 32-year-old Air Force Capt. Nawwaf Abdullah Salim Al-Nuaimi, joined the UAE military in 2001 and the Air Force in 2004. According to a former contractor with the armed forces' General Headquarters (GHQ), the UAE military two years ago made a conscious effort to develop their standard of health and safety by sending officers to acquire internationally recognized certifications to implement standards and training for crew and pilots, and to develop an indigenous health and safety culture. Since 2010, 12 military and Air Force pilots and crew have been killed in either training missions or accidents, according to public statements released by GHQ. Another two were killed during combat operations in Yemen in March this year. According to the former contractor, who was speaking on condition of anonymity, a lack of safety culture still exists within the ranks of the military. "There is a reliance on purchases from original equipment manufacturers (OEM) and the perception is that it's always the OEM's fault," the contractor said. Public records show that since 2011, three Dassault Mirage 2000-9s have been lost. One in combat in March, one during a training mission in 2011 and the third in 2012 due to a crew member accident. Another fighter jet was lost in April 2011 in Italy during a base transfer operation. An Air Force F-16 Block 60 crash-landed and was destroyed. However the pilot saved himself when he ejected. http://www.defensenews.com/story/defense/air-space/air-force/2016/05/16/uae-military- aircraft-crash-raises-safety-concerns/84436200/ Back to Top Air safety watchdog probes Jetstar tailstrike on Melbourne Airport runway A Jetstar tailstrike during takeoff at Melbourne Airport is being investigated by the Australian Transport Safety Bureau. Photo: Paul Rovere Australia's air safety watchdog is investigating a serious safety incident at Melbourne Airport this week in which the tail of a Jetstar aircraft struck the runway during take-off, forcing the pilot to abort the flight. Jetstar abandoned the scheduled Wednesday flight to Hobart after the plane became airborne and returned to Melbourne. There has been no report of injuries to passengers. However, the tailstrike is a serious incident according to the Australian Transport Safety Bureau, which has launched an investigation into what went wrong. The Jetstar pilot has been stood down during the investigation, which is standard practice. The full investigation is likely take six months, with the bureau having set a completion date of November 2016. An investigation summary states: "During the take-off from runway 27, the aircraft's tail contacted the runway surface. After becoming airborne, the crew conducted a return to Melbourne." Jetstar is also investigating. David Lau, its head of engineering, said crew on board heard a noise at the rear of the aircraft during take-off, so the captain elected to return to Melbourne Airport as a precaution. "Our engineers did an inspection and found that the underside of the aircraft's tail had lightly scraped the runway on take-off," Mr Lau said. "There was no structural damage to the aircraft and it will be cleared to return to service later today [Friday]." Passengers on the aircraft, an Airbus A320, were transferred to another flight and landed in Hobart that evening. The incident is the first tailstrike involving a plane at Tullamarine since 2009, according to ATSB records. On that occasion an Emirates plane, which was carrying almost 300 people, overran the runway after the incorrect take-off weight was inadvertently entered into the electronic flight bag during pre-departure preparations. http://www.theage.com.au/victoria/air-safety-watchdog-probes-jetstar-tailstrike-on- melbourne-airport-runway-20160513-gounv3.html#ixzz48ulAStoA Back to Top Smoke in cockpit forces pilots into emergency landing A Germanwings flight from Dresden to Düsseldorf was forced into an emergency landing on Monday evening after smoke appeared in the cockpit. Flight 4U9023 was carrying 142 passengers and five crew when it lifted off from the Saxon capital headed for Düsseldorf. Pilots reacted immediately when they noticed the smoke in the cockpit and were able to land the plane at around 9:50 pm, Bild reported. Everyone was able to disembark safely from the plan when it landed. Photos from the scene showed firefighters wearing breathing equipment entering the aircraft to check for the source of the smoke. A spokeswoman for Germanwings told The Local on Tuesday morning that they had no further information about the cause of the smoke. Meanwhile a second Germanwings flight from Düsseldorf to Faro in Portugal had to make an emergency landing in Bordeaux on Tuesday morning after an elderly passenger suffered heart problems. GermanWings #4U9642 Squawking #7700 and is declaring general emergency and is diverting pic.twitter.com/ewbj5nYpsj - Flight Information (@flight_info0) May 17, 2016 [Update] Germanwings flight #4U9642 Dusseldorf - Faro declared an emergency due to a male passenger aged 60-70 with heart problems. http://www.thelocal.de/20160517/smoke-in-cockpit-forces-emergency-landing Back to Top Southwest pilots sue carrier to block flying of Boeing's Max Southwest Airlines' pilots' union has sued to block the airliner from flying Boeing Co.'s newest 737 until the plane is negotiated into a new contract for the 8,300 aviators. (Chris Sweda / Chicago Tribune) Southwest Airlines Co. pilots' union asked a federal court to block the carrier from flying Boeing Co.'s newest 737 until the plane is negotiated into a new contract for the 8,300 aviators. The union also wants the court to order Southwest to stop "delaying and frustrating bargaining" and fulfill its legal duty to make every effort to reach a contract if the airline wants to fly the 737 Max when it's delivered next year. The Southwest Airlines Pilots Association filed the lawsuit in the federal court in Dallas on Monday. The new Max has become the focal point of tensions between Southwest and the union, which have been in talks on a new contract for more than four years. Frustrated pilots, who have begun picketing at airports, want higher pay rates and better retirement contributions. The carrier is seeking to offset rising costs with guarantees of increased productivity. Southwest is attempting to force the union "to negotiate the Max dispute with an illegal gun to the head of SWAPA," according to the filing. "Southwest Airlines, in short, is presently engaging in a high stakes and illegal game of 'chicken."' Southwest, which is set to be the launch customer for the Max, maintains the new plane is just like others in the existing contract except for an updated engine, and doesn't have to be specifically named. Listing aircraft that can be flown in a pilot contract and specifying rates of pay and related items is a common practice in the industry. The Max 8 version of the plane is on track to enter the market in the first half of 2017, Ray Conner, CEO of Boeing's commercial airplane unit, said on May 11. Southwest has said it expects the Max to arrive in the third quarter of next year, while the pilots' lawsuit set the date in March. The legal challenge also includes the Max 7 variant, which Southwest won't get until 2019. The lawsuit followed the union's request last week that Southwest guarantee it won't operate the plane before it's named in an approved contract. Doing so would violate a provision of the Railway Labor Act that requires both sides to maintain the status quo during talks, the lawsuit said. The act governs negotiations involving airlines and organized labor, setting standards under which a strike can occur. Southwest's "intent and expectation" is that a new agreement will be in place by the time the Max enters service next year, Randy Babbitt, senior vice president for labor relations, said in a May 13 response to the union. The airline is prepared to discuss the issue during negotiations, he said. The carrier historically has negotiated specific aircraft into contracts, the pilots said, and didn't fly the Boeing 737-800 until it was listed in a side letter to the existing labor accord in 2011. Provisions for operating the Max were included in an earlier agreement rejected by pilots in November. Pilots plan to picket Southwest's annual shareholder meeting May 18 in Chicago and at the city's Midway Airport. http://www.chicagotribune.com/business/ct-southwest-pilots-boeing-max-lawsuit-20160516- story.html Back to Top Embraer Mulls WTO Claim Against Bombardier After Delta Jet Deal Brazil company complains 'too big of a distortion' in market Canadian planemaker says sale was in accord with trade rules Embraer SA, the Brazilian maker of regional jets, may ask the World Trade Organization to probe whether government subsidies enabled Canada's Bombardier Inc. to offer its C Series aircraft to Delta Air Lines Inc. at below the production cost. Delta agreed last month to buy at least 75 of Bombardier's state-of-the-art jetliners, an order valued at $5.6 billion based on list prices. The Canadian planemaker has a $1 billion commitment for investment from Quebec's government and is negotiating for federal aid as well. "This causes too big of a distortion in the market," Paulo Cesar de Souza e Silva, head of Embraer Commercial Aviat500 million in conjunction with 127 C Series purchase agreements, according to a company filing. The 127 orders include the 75 aircraft that Delta is purchasing, as well as 45 that Air Canada agreed to bion, said in an interview at the company's offices in Sao Paulo. "We are analyzing the situation, looking for more information and already in talks with the Brazilian government." Bombardier's second-quarter results will include an "onerous contract provision" to be recorded as a non-cash charge of $uy in February. "This shows Bombardier aggressiveness and raises suspicions that Bombardier offered its CS100 for a price below cost," Souza e Silva said. "If it too hard to compete with the government of Canada." All Compliant Bombardier is compliant with all trade rules and its accounting provisions and cash needs are following a five-year plan announced in November, said Marianella de la Barrera, a company spokeswoman. Similar to Boeing Co. and other planemakers, Bombardier will incur losses during the early production of the C Series because of startup costs. The factory will follow a normal learning curve and become more efficient over time and as volume increases, de la Barrera said. Bombardier hasn't received any funds yet from the government of Quebec and the company hasn't even gotten a commitment from Canada's federal government. "Even if or when we conclude agreements with C Series investments from governments, we fully expect those to be in compliance as well," de la Barrera said. Bombardier's sales to Delta and Air Canada were "likely below cost in an attempt to build momentum," George Ferguson, senior air transport analyst at Bloomberg Intelligence, wrote in a research note last week. http://www.bloomberg.com/news/articles/2016-05-16/embraer-mulls-wto-claim-against- bombardier-after-delta-jet-deal Back to Top The FAA Flight Standards Service is pleased to announce the Asia-Pacific Flight Standards Meeting is scheduled for July 19-21, 2016 at the Westin City Center Hotel in Washington, D.C. The intent of this meeting is to bring together stakeholders from throughout the Asia-Pacific region to promote collaboration, identify areas of mutual concern, and share best practices in the interest of aviation safety. We anticipate attendees from regulatory authorities across the region as well as the aviation industry. The meeting agenda will include various topics of interest to the flight standards community; such as maintenance repair organization oversight, implementation of modern flight technologies, safety enhancements, regulatory challenges of general aviation, worldwide standardization of flight standards inspector training, and unmanned aircraft systems. The agenda will be posted on the registration website (provided below) and sent with the formal invitation letter through email in the next couple of weeks. We are officially opening the registration for the meeting. This year's meeting registration fee is $300 USD, which includes the cost of your attendance as well as daily lunch service, and AM and PM breaks. To complete your registration, make hotel reservations, or learn more about the meeting, please visit https://www.regonline.com/2016- AsiaPacificFlightStandardsMeeting. The deadline for hotel room reservation is Saturday, June 18, 2016 and the deadline for meeting registration is Wednesday, June 29, 2016. Elizabeth Thomas Caribbean Regional Coordinator International Programs and Policy Division Flight Standards Service (202) 267-0374 Back to Top NATA Launches Free Aircraft Operator Safety Resource Washington, DC, May 10, 2016 - Today, the National Air Transportation Association (NATA) unveiled the FBO Status Map - a web-based resource to assist aircraft operators in locating FBOs and ground handlers that are Safety 1st qualified and IS-BAH registered. NATA created the map to supplement the existing processes used by aircraft operators when selecting an FBO. "Safety is a vital consideration in the flight planning process. NATA's FBO Status Map provides operators and pilots a free, easy to use tool to locate Safety 1st qualified and IS-BAH registered FBOs throughout the world," stated NATA President and CEO Thomas L. Hendricks. "Safety 1st and IS-BAH are not competing programs, but rather complementary tools that help assure ground handlers are utilizing industry best practices and gold standard training," added NATA Managing Director of Safety and Training Michael France. "Now aircraft operators can verify the status of potential handlers from their tablets, PCs or smartphones in seconds." The map is searchable by airport ID, company name, address and allows for additional details for each FBO. To view the FBO Status Map, please visit www.fbostatus.com or www.groundhandlerstatus.com. NATA, the voice of aviation business for 75 years, is the public policy group representing the interests of aviation businesses before Congress and the federal agencies. For more information about NATA, please visit www.nata.aero, www.twitter.com/nataaero or www.facebook.com/nataaero. Back to Top Call for Nominations For 2016 Laura Taber Barbour Air Safety Award ALEXANDRIA, Va. -- The Laura Taber Barbour Air Safety Foundation and Flight Safety Foundation (FSF) are now accepting nominations for the 2016 Laura Taber Barbour Air Safety Award, honoring a leader in aviation safety. The award will be presented during the 69th Annual International Air Safety Summit, taking place Nov. 14-16 in Dubai, UAE. Presented since 1956, the Laura Taber Barbour Air Safety Award recognizes notable achievement in the field of civil or military aviation safety in method, design, invention, study or other improvement. The award's recipient is selected for a "significant individual or group effort contributing to improving aviation safety, with emphasis on original contributions," and a "significant individual or group effort performed above and beyond normal responsibilities." Mechanics, engineers and others outside of top administrative or research positions should be especially considered. The contribution need not be recent, especially if the nominee has not received adequate recognition. Nominations that were not selected as past winners of the Award can be submitted one additional time for consideration. Please note that self- nominations will not be considered. The Laura Taber Barbour Air Safety Award's story dates back 70 years. On April 14, 1945, after visiting family in Pittsburgh, Laura Taber Barbour was aboard a Pennsylvania Central Airlines DC-3 when it crashed into the rugged terrain of Cheat Mountain near Morgantown, West Virginia. All passengers and crew were killed. In the years following, her husband, Dr. Clifford E. Barbour and son, Clifford E. Barbour, Jr., established the Laura Taber Barbour Air Safety Award in her honor. The Award Board, composed of leaders in the field of aviation, meets in June of each year to conduct a final review of nominees and selection of the current year's recipient. Please help us honor this year's most deserving recipient. Nominations, including a 1-2-page narrative, can be submitted via the Laura Taber Barbour Foundation website at http://ltbaward.org/the-award/nomination-form/ or the Flight Safety Foundation website at http://flightsafety.org/aviation-awards/laura-taber-barbour-air-safety-award. Nominations will be accepted until June 1, 2016. For more information, including a complete history of Award recipients, see www.ltbaward.com. ABOUT THE LAURA TABER BARBOUR AIR SAFETY AWARD: The Award was established in 1956 through early association with the Flight Safety Foundation and from its founding has enjoyed a rich history of Award Board members, nominees and Award recipients. In 2013, the Laura Taber Barbour Air Safety Foundation was formed from members of the Award Board, the aviation community and the Barbour family. As the foundation plans to broaden the scope of its intent, with great purpose, the Laura Taber Barbour Air Safety Award will continue to spotlight those champions who pioneer breakthroughs in flight safety. Back to Top GRADUATE RESEARCH SURVEY REQUEST: I am a Masters student at City University London and write my dissertation about Aircraft Engine Selection Process. Would you kindly take 10 minutes of your time to help me with a survey https://www.surveymonkey.com/r/Engine_selection_process Curt Lewis