Flight Safety Information June 27, 2016 - No. 125 In This Issue Singapore Airlines plane catches fire in emergency landing Fire damage apparent on SIA 777 wing Canadair CL-215-1A10 Forced Landing (Greece) American Airlines flight from London to Charlotte evacuated when fumes fill cabin Helicopter from Prescott crashes near Wikieup; 2 dead (Arizona) El AL Flight to Paris Nearly Departs Without Air Marshals Commercial Drone Pilots Must Undergo Background Checks Under New FAA Rules New service for reporting aviation safety occurrences (Europe) Brexit and aviation Part 1: Open Pandora's box and anything can happen Airlines can now import older planes (India) The eyes have it: Mobile ophthalmology organization debuts surgical aircraft Russia, China sign JV agreement to create wide-body aircraft Report filed into exchange between BA pilot and Dublin air traffic controller CAAP issues warning to pilots as China prepares to launch rocket This Airbus jet just arrived in New York - and it's Delta, American, and United's biggest fear Airvinci ducted fan helicopter prototype set for take off Embry-Riddle research park to boast direct access to airport Singapore Airlines plane catches fire in emergency landing A Singapore Airlines plane caught fire Monday while making an emergency landing at Changi Airport after turning back from a flight to Milan following an engine oil warning message, the carrier said. No one was injured aboard the Boeing 777-300ER, but one passenger described those moments as a "so- close to death" experience. SIA said in a statement Flight SQ368 was en route from Singapore to Milan when an engine oil warning message forced it to turn back to the city-state. "The aircraft's right engine caught fire after the aircraft touched down at Changi Airport at around 6:50am," it said. "The fire was put out by airport emergency services and there were no injuries to the 222 passengers and 19 crew on board. "Passengers disembarked through stairs and were transported to the terminal building by bus." The airline said passengers would be transferred to another aircraft to depart for Milan later in the day and that it would "be cooperating fully with the authorities in their investigations". One passenger posted a harrowing account and a video of the engine fire on Facebook. The 49-second video clip, apparently shot from a window seat, showed tongues of flame and smoke engulfing the right engine before they were put out. "I just escaped death!!!!" Facebook user Lee Bee Yee said in a post that accompanied the video clip. "Our Singapore Airline plane was leaking oil 3 hours flying off and the plane had to turned back. After reaching Changi Airport, as the plane was landing, the engine burst into flames!!!! Huge fire was burning!" Lee wrote. An SIA spokesman however told AFP that the plane was one hour and 45 minutes into the flight when it turned back. "It was a heart wrenching 5 mins! Waiting for the fire engine and fire fighters to put out the fire! They shot foam and water into the fire and eventually it was put out! We were so close to death!!" Lee added. "I thank God I am alive! I going home to hug my kids." https://www.yahoo.com/news/singapore-airlines-plane-catches-fire-emergency-landing-013129599.html Back to Top Fire damage apparent on SIA 777 wing The right wing of the Singapore Airlines Boeing 777-300ER aircraft that caught fire after landing on the morning of 27 June appears to have suffered substantial burn damage to its trailing-edge surfaces. Images of the aircraft (9V-SWB) show its right side aileron, flaperon, and flaps blackened by fire. The bottom portion of the aircraft's right-side General Electric GE90 engine cowling is also black. The fuselage near the wing root, however, appears untouched by flames. Video footage shot externally shows that that after the aircraft stopped, the prevailing wind blew the flames and billowing black smoke away from the cabin. Emergency vehicles quickly converged on the burning jet. It took fire crews over 2min to bring the flames under control. Footage shot by passengers through aircraft windows fore and aft of the wing shows flames licking along the length of the wing, and the aircraft being doused with fire-retardant foam. Audio suggests there was no panic inside the cabin during the fire. Local media reports indicate that some passengers were collecting their bags from the overhead bins and demanding to be let off the jet. All 222 passengers and 19 crew were later deplaned via stairs from the left side, with no injuries suffered. Passengers later boarded a replacement aircraft and resumed their journey. The incident occurred following a turnback related to an engine oil warning, says SIA. In its statement about the incident, the airline says the aircraft's right engine "caught fire after the aircraft touched down". The aircraft had been operating flight SQ368 to Milan. www.flioghtglobal.com Back to Top Canadair CL-215-1A10 Forced Landing (Greece) Status: Preliminary Date: Sunday 26 June 2016 Time: 11:09 Type: Canadair CL-215-1A10 Operator: Elleniki Polemikí Aeroporía Registration: 1111 C/n / msn: 1111 First flight: Engines: 2 Pratt & Whitney R-2800-83AM Crew: Fatalities: 0 / Occupants: 2 Passengers: Fatalities: 0 / Occupants: 0 Total: Fatalities: 0 / Occupants: 2 Airplane damage: Substantial Location: near Dervenochoria ( Greece) Phase: En route (ENR) Nature: Fire fighting Departure airport: Volos-Néa Anchialos Airport (VOL/LGBL), Greece Destination airport: Volos-Néa Anchialos Airport (VOL/LGBL), Greece Narrative: The Canadair CL-215 firefighting aircraft was damaged beyond repair in a forced landing accident. Both pilots were not injured, The No.1 engine caught fire while the plane was on a firefighting mission in the area of Dervenochoria, Greece. The crew carried out a forced landing and the aircraft was reportedly destroyed by the ensuing fire. https://aviation-safety.net/database/record.php?id=20160626-0 Back to Top American Airlines flight from London to Charlotte evacuated when fumes fill cabin A mechanical problem had delayed takeoff in London for about an hour Flight attendants and a passenger opened emergency exits when smoke filled the plane No injuries were reported, but some were treated for smoke inhalation Inflatable evacuation slides were deployed in London on American Airlines Flight 731. Charlotte-bound flight evacuated in London 0:21 Passengers aboard American Airlines Flight 731 from London to Charlotte evacuated the plane Sunday after smoke filled the cabin. As passengers waited for the plane to take off, gray smoke filled the cabin, said passenger Doug Drew, a Myers Park resident who was traveling with his wife, Theresa, and 18-year-old son, Alexander. "It wasn't like a black smoke," said Drew. "It was a chemical, toxic-smelling smoke." Two rear slides were deployed by flight attendants and one by a passenger, American Airlines confirmed. About 25 people escaped on inflatable slides, a statement from the airline said. The flight was canceled and accommodations were being made to get passengers to their destinations. Some of the 277 passengers and 12 crew members were treated for smoke inhalation, the airline's statement said. One of passengers treated was Drew. The first signs that something might be wrong came after the passengers and crew boarded the plane, Drew said. Takeoff was delayed for about an hour, and the pilot apologized, Drew said. The pilot explained that the Airbus 330 had arrived from Charlotte with mechanical issues but that a crew was working on it, Drew recalled. The plane had been scheduled to arrive back in Charlotte at 2 p.m. Sunday. Once smoke seeped into the cabin, Drew's wife and son were able to get off the plane quickly, he said. Drew had been asleep with his shoes off, so it took longer for him to gather his things and exit, he said. The pilot apparently was not immediately aware of the problem and at one point told the flight crew to stop the evacuation, Drew said. The flight attendants responded by briefly blocking the exit when Drew's wife reached the door, saying "there is no reason to evacuate," according to Drew. Once the pilot was aware of the smoke, the evacuation continued, Drew said. American Airlines described the events aboard the flight in a statement released the same day. "American Airlines Flight 731 London-Heathrow (LHR) to Charlotte (CLT) experienced smoke in the cabin while still on the ground in LHR," the statement said. "Three slides were deployed on the aircraft and approximately 25 passengers deplaned via the slides. "The rest of the passengers and crew safely deplaned via the jet bridge. A small number of the passengers and crew were seen by medical personnel but no significant injuries have been reported." http://www.charlotteobserver.com/news/local/article86094072.html#storylink=cpy Back to Top Helicopter from Prescott crashes near Wikieup; 2 dead (Arizona) WIKIEUP - A helicopter that left Prescott Thursday, June 23, crashed near Alamo Lake, killing both people on board, officials said. The Robinson R-66 jet turbine helicopter was headed to Riverside, California, Federal Aviation Administration spokesman Ian Gregor said. It was reported missing when it did not arrive Thursday afternoon, but wasn't found until about 4:30 a.m. Friday, about eight miles west of Highway 93 off Signal Road, he said. The helicopter caught fire after the crash. The FAA does not yet know why the helicopter went down. The Mohave County Sheriff's Office said identification of the victims, both men, is being withheld pending a review by the Medical Examiner. http://www.dcourier.com/news/2016/jun/24/helicopter-prescott-crashes-near-wikieup/ Back to Top El AL Flight to Paris Nearly Departs Without Air Marshals An El Al flight to Paris from Tel Aviv was forced to return to the terminal after it began making its way to the runway, according to a Channel 2 report. According to the report, the flight's security guards never got onto the airplane. When the staff realized the undercover guards weren't there, the plane returned to the terminal to pick them The plane took off an hour late, which is nothing too serious compared to the other delays El Al flights have been suffering over the past week. At least they didn't forget the pilot. http://www.jewishpress.com/news/breaking-news/el-al-flight-to-paris-nearly-departs-without-air- marshals/2016/06/27/ Back to Top Commercial Drone Pilots Must Undergo Background Checks Under New FAA Rules Commercial drone pilots in the US will need to submit to criminal background checks before obtaining permission to fly, according to newly finalized rules for unmanned aircraft released Tuesday by the Federal Aviation Administration. The new rules contain several restrictions on commercial drones under 55 lbs-which the FAA calls Small Unmanned Aircraft Systems, or sUAS-including a requirement that commercial pilots must receive a Security Threat Assessment (STA) from the TSA before receiving flight certification from the FAA. The screening is part of the certification process and can take up to 7 days; the entire process lasts between 6 to 8 weeks. "The STA that TSA conducts adheres to the statutory mandate to vet certificate applicants against the government's consolidated terrorist watchlists to determine whether they may pose a threat to national or transportation security," the FAA rules state. "The FAA defers to TSA's established STA, and TSA's determination of what factors, such as items contained within an individual's criminal record, will rise to the level of disqualification for a remote pilot certificate," the FAA rules continue. In other words, commercial drone pilots will soon be vetted under the same secret criteria used for airline pilots and airport security, including the US government's controversial and frequently ineffective terrorist watchlists. While federal background checks are fairly standard for lots of other commercial activity, from becoming a nurse to driving a truck containing hazardous materials, the FAA requiring commercial drone operators to undergo background checks is notable in that the FAA is deferring judgement to the TSA and the Department of Homeland Security, which may irk pilots leery of the agency's vague and often- controversial policies. In other words, commercial drone pilots will soon be vetted under the same secret criteria used for airline pilots and airport security But don't worry, says the FAA, because the TSA's opaque process for determining who can fly a drone "provides a substantial amount of due process to individuals who believe that they improperly failed an STA." Specifically, a US person determined to pose a security threat by the TSA's assessment will be notified and can appeal the decision before an administrative law judge, a low-level court officer appointed by the government to hear complaints about government agency, and can then go on to appeal a federal judge. But there's virtually no hope of appeal for individuals who fail the assessment because they've been placed on one of the US government's terrorist watch lists, which are compiled under a Kafkaesque, extrajudicial process and have spurred class-action lawsuits for frequently targeting innocent Muslims. According to documents released by The Intercept in 2014, nearly half of the 680,000 people on the Terrorist Screening Database are listed as having "no recognized terrorist group affiliation." The new federal drone regulations also come a day after the US Senate rejected four separate gun control proposals in the wake of the Pulse nightclub shooting in Orlando, including one which would have expanded background checks for acquiring firearms. That means that despite there being only one widely reported (accidental) death caused by a drone in the US, those who wish to own and operate a small drone are now subject to more regulation than those wanting to own and operate a semiautomatic weapon. The disparity also applies to drone hobbyists. Non-commercial operators flying drones heavier than half a pound are now legally required to submit their name and address to the FAA through an online registration system launched by the agency last December. http://motherboard.vice.com/read/commercial-drone-pilots-must-undergo-background-checks-under- new-faa-rules Back to Top New service for reporting aviation safety occurrences (Europe) The new service will make it easier for small organisations and individuals to report safety incidents. Credit: Eu, 2016 A new online service allows organisations and individuals to report aviation safety occurrences to aviation authorities. Developed by the JRC at the request of the Directorate-General for Mobility and Transport, and in collaboration with aviation authorities, it will inform industry and regulators about the potential risks and hence support their decision-making. The new service will complement the European Co-ordination Centre for Accident and Incident Reporting Systems (ECCAIRS) and shorten the process which is used to collect different formats of data and convert them into an occurrence report. This represents a major cost-efficiency gain for national authorities and improves the quality of data. Towards a more proactive air safety system While air transport remains one of the safest forms of travel, expected air traffic growth in the next decades - exceeding 2% per year - presents a significant challenge to the EU's efforts to prevent an increase in the number of air accidents. To date, the aviation safety system is mainly a reactive and prescriptive safety system - safety improvements essentially result from technological progress, compliance with prescriptive regulations and lessons learned from accidents. Additional actions are needed to avoid a rise in fatalities and accidents in the future. With this in view, the EU and Member States have started moving towards a more proactive, evidence- based, risk- and performance-oriented safety system. Such a system requires a systematic and continuous collection of safety information to ensure that any new hazards or risks are rapidly identified and mitigation actions implemented and revised if found to be ineffective. In addition, in a safety system where the EU and Member States are aiming to concentrate available resources on higher risks for a better efficiency of safety measures, safety information supports a risk-based oversight of regulated entities. The reporting, analysis and follow-up of occurrences is supported by a broader safety risk management process that helps to identify the main safety issues and risks. This process involves continuous dialogue and full engagement from all involved - the industry, the European Aviation Safety Agency (EASA) and the Member States - as part of routine safety management activity. This includes feedback and lessons learned to improve safety. European legislation (Regulation 376/2014) establishes a framework - across aviation domains and at different levels (industry, national and European) - for the comprehensive collection of safety occurrence data and its analysis. This approach covers the full spectrum of safety management activities, including the adoption and implementation of mitigation actions where relevant. The new service will make it easier for small organisations and individuals to report safety incidents. http://phys.org/news/2016-06-aviation-safety-occurrences.html#jCp Back to Top Brexit and aviation Part 1: Open Pandora's box and anything can happen. But status quo is likely The 23-Jun-2016 UK vote in favour of British exit from the EU came as an enormous shock to observers, despite strong warnings from pollsters. The first implication is for an unwelcome period of uncertainty. But, as with any major shock of this sort, the immediate warnings of disaster and market collapse normally dissipate as thinking adjusts. Having passed the political silliness of leaving such a major and complex decision effectively to chance, the bureaucrats will now begin to pick up the pieces and work around the complexities. There are numerous potential implications for the aviation sector - the most serious being that the withdrawal of the UK from EU decision making will allow the protectionist forces in Germany and France to become more influential in formulating EU policy directions. Otherwise, many of the potentials can probably be worked around, over time. Meanwhile, uncertainty remains the order of the day, while the lengthy unravelling occurs. For consumers, the single aviation market and the US-EU Multilateral open skies agreement are the most immediate issues. For European services, the likely outcome is for the UK to negotiate single market access, as Norway and others have, through the ECAA, despite not being EU members. This would broadly maintain the status quo from a consumer perspective and the UK's airlines would retain full market access. Ironically though, they would have to comply with associated EU regulations, despite having no say in their formulation - the opposite of Brexit's supposed objective in giving the UK greater independence. And the North Atlantic agreement has become so important, for liberals and protectionists alike, that a UK disappearance is most unlikely. It is highly unlikely that the UK will be excluded from the single aviation market The UK referendum vote to exit the European Union is technically not legally binding on the UK government, nor on the EU, but politically the UK would have to perform contortions to override the popular decision. (Although unlikely, that is not entirely improbable, given the shock the vote has caused and the possible change of leadership of both major parties.) this mutual need points to rational outcomes - if not quite the status quo - with the UK outside the Union Despite some knee-jerk reactions on the EU side, Britain's continued participation in Europe has enormous mutual benefits, too great for other EU countries to forgo. Again, this mutual need points to rational outcomes - if not quite the status quo - with the UK outside the Union. Nowhere is this more in consumers' interests than in aviation. To trigger withdrawal, the UK government must give notice under Article 50 of the Lisbon Treaty (* see foot of this report). If the Article is invoked, the UK will begin a process to leave the EU. This can take up to two years and even more. Once it exits, the UK will no longer automatically qualify for membership in the EU single aviation market, which has for example allowed easyJet, registered in the UK, to fly largely without restriction from the UK to other member states, wholly between other markets (France-Germany) and wholly within some countries (domestic Italy). In the meantime there will be instability and uncertainty. A worst case scenario would be the UK losing single market access. However, as noted in CAPA's earlier report cited above, the ECAA (European Common Aviation Area): "offers a route for UK airlines to access the single aviation market, post-Brexit. The ECAA extends the liberalised aviation market beyond the EU member states to include Norway, Iceland, Albania, Bosnia and Herzegovina, Croatia, the former Yugoslav Republic of Macedonia, Montenegro, Serbia and Kosovo. The ECAA covers 36 countries and 500 million people. Norway and Iceland (and Liechtenstein) are also part of the European Economic Area, which extends the EU's wider single market to these non-EU countries." If the UK were to leave the EU, its airlines would no longer enjoy automatic access to this market, although the UK might be expected to negotiate continued access in this way. Another, less likely model is the Swiss-EU bilateral agreement on air transport, which came into effect in 2002. The dynamics of the industry and the interrelationship of Europe's markets make it attractive, if not essential, for all participants to want to ensure an uneventful transition. There are clear avenues for achieving this and no obvious candidates who would seek to gain from destabilising the existing framework. UK-based easyJet's short statement issued immediately after the referendum urged the government to maintain single market access as a priority. Even the uncertainty is an important drag on commercial activity (as demonstrated by a profit warning from IAG the day after the result of the vote and a subsequent profit warning from easyJet on 27-Jun-2016). In some ways similar are considerations related to the Big 3 European airlines' cross-border groupings, Air France-KLM, Lufthansa and IAG. Each relies on acceptance by other members of the EU. While IAG may appear more at risk in this respect if the UK exits, the reality is that they are all joined at the hip; each needs to be recognised by the others. If the other countries do not accept the very European nature of the agreements/mergers, their airlines will not be able to operate freely in those other markets. But, despite that, it does raise another area for horse-trading that will add to prolonged uncertainty in the market. And once the horse-trading begins, there can be no certainty that other areas of trade and politics will not pollute any logic that applies in the aviation sector alone. The US-EU Open Skies agreement comes into play; an egg that will be hard to unscramble As noted in the introduction to this report, the North Atlantic open skies agreement has become so entrenched in the operations of European and North American airlines that it is almost inconceivable that anyone (except perhaps some pilot unions with particular agendas) could wish to see it unravel. Technically the agreement is still being applied provisionally, so that withdrawal of any party can allow the pre-existing bilateral agreement to apply - in this case the so-called Bermuda 2 Agreement of 1976 between the US and the UK. But, as the US negotiator (now independent of the US government) responsible for the EU-US talks, John Byerly says, "it is impossible for me to believe that this is really what would happen in the real world". The various parties' interests have become so entwined that there would at least be more losers than winners if the status quo were to be disrupted. There is little prospect that any party would wish to rock the boat while the Brexit process is being followed, a potentially lengthy period. The anti-trust immunised JVs of the major alliance partners are dependent, from a US perspective, on continued open skies. Theoretically the UK could be extricated from that, but London Heathrow is the prime premium market, will always be an important gateway to Europe, and there would be considerable pain for any airlines unable to use the open skies umbrella for their alliance strategies. Delta Air Lines in particular has a bilateral stake with its 49% ownership of Virgin Atlantic, possible only thanks to the existing open regime. This level of ownership could be at risk if a more restrictive regime applied. But risks there are - and uncertainty, for months to come There can be no guarantee of restoration of the status quo once the fragile buds of liberalisation are disturbed In each of these cases maintaining equilibrium involves risks. There can be no guarantee of restoration of the status quo once the fragile buds of liberalisation are disturbed. Typically, opening of markets is not an intuitive activity, but is only achieved by meticulous and time consuming negotiation, where partners are willing to forgo the (apparent) safety of the status quo for a leap of faith to a better system. Yet that is the only way markets and society can adapt and improve. Today, all of these liberal ideals are under attack. The motives may be misguided, and almost invariably are, but they can contain powerful and destructive forces, as Brexit and recent US political events illustrate so clearly. Once the careful process unravels, the outliers can become revitalised. Vested interests re-emerge, and they are many and varied; legal challenges on esoteric points can be revived (eg the US and other pilot associations against Norwegian's US-Ireland services); extensive delays can create uncertainty which undermine innovation and investment. Protectionism is a highly infectious disease. Another area of concern is the future direction of EU aviation policy Without the UK's generally more liberal influence, conservative voices may prevail in the EU. The EU recently published an Aviation Strategy that contained a host of compromise wording. As CAPA observed at the time, "all six associations representing Europe's aircraft operators issued a joint response calling for more specific and far-reaching remedies. In a rare display of unity, AEA, EBAA, EEA, ELFAA, ERA and IACA said that that the strategy 'lacks ambition'. It certainly seems to duck some key issues." As CAPA also noted, "parts of the document appear to be aimed at, or at least inspired by, fighting competition from the Gulf-based super connectors. "For the EU aviation industry to remain competitive, it is essential that market access is based on a regulatory framework which promotes EU values and standards, enables reciprocal opportunities, and prevents distortion of competition". The Strategy avoided fully confronting the Gulf airline issue, merely saying blandly that it will "negotiate effective fair competition provisions in the context of the negotiation of EU comprehensive air transport agreements and consider measures to address unfair practices from third countries and third country operators". the Commission suggests that ICAO should play a role There is already an EU regulation, Regulation 868/2004, that deals with subsidies and unfair pricing, but it is considered to be ineffective and has never been applied. How it will be replaced is not yet clear, but, in addition to the suggestion that terms be included in individual air transport agreements, the Commission suggests that ICAO should play a role, and that it may propose new EU measures in 2016. It seems that the Commission was reluctant to take sides on the debate over unfair competition with Gulf airlines. But with the UK's more liberal presence no longer there to influence thinking, that reluctance may evaporate and the forthcoming parallel negotiations with the Middle East/GCC airlines could take on a much more conservative flavour. Moreover, there is a threat - again not one to be taken lightly - that the UK could become segregated from the existing and in-negotiation parallel agreements. In that case, the UK would be obliged to fall back on country by country bilateral negotiations to restore its access positions. EU-wide air transport agreements Dec-2015 Source: European Commission Please see also: European Parliament on aviation: build a single sky, promote liberalisation - and protectionism With the triennial ICAO Assembly approaching in Sep-2016, it can be expected that many of these issues will be aired. In particular, the conservative forces will argue strongly for more careful oversight of "unfair competition", "subsidy" and the need for the mythical level playing field. Even the US, on the eve of a Presidential election and with an administration that has equivocated over such issues as Norwegian Air International and the so-called White Paper, may adopt a passive position. In many ways, for aviation, the Brexit timing could not be worse. Airports have become a much stronger force for liberalisation; with Brexit, their importance grows It has always been the case that airlines, notably flag carriers, have occupied extremely influential positions in determining aviation policy, nationally and supra-nationally, in the EU. One force, not new, but definitely much more vocal now in the cause of liberalisation, is Europe's airports. ACI-Europe has become a very coherent advocate of liberalisation and the benefits it can bring, not only to themselves, but to consumers and economies generally. Unsurprisingly, the organisation was among the first to comment on the UK referendum results, proclaiming "Airports call for EU and UK aviation markets to remain integrated, and that "it will be essential that (a new framework) allows for the UK and EU aviation markets to remain fully integrated and based on totally aligned - if not common - rules. The EU's single and fully liberalised aviation market has delivered tremendous benefits for consumers and businesses across Europe." See related report: ACI Europe promotes open skies; a resounding precedent for airlines and other airports to follow And, not without great importance in these and other contexts, security is an underlying driver: "ACI Europe is also urging the UK and the EU to keep a common aviation security agenda - with a focus on reinforcing cooperation on intelligence & data sharing to effectively address terrorism threats." As uncertainty swirls, the airports of Europe and North America particularly will have an increased role to play in stabilising national policies As uncertainty swirls, the airports of Europe and North America particularly will have an increased role to play in stabilising national policies and helping preserve an environment which allows growth and innovation. These are fragile moments in history for liberal policies. Hopefully there will be statesmen from some leading governments prepared to show leadership, rather than the often tepid consensus-driven populism that has led to a crisis in the EU. Meanwhile, other alternatives are emerging in the new growth markets The EU single market took a decade and more to negotiate, within what was already becoming a common market. Elsewhere, in markets where this nexus does not exist, there is greater impatience with the shackles of ownership and control limits. New hybrid vehicles for more open operations are emerging on international routes, as times change and the global balance of power shifts towards Asian markets. One option to preserve trans-border networks for airlines is to replicate the prolific Asian LCC JV networks that allow multiple licenses in individual jurisdictions while maintaining a common brand. This is no easy solution, is not guaranteed and introduces challenges, yet it has proven highly effective in Asia. (A further CAPA report "Brexit and aviation Part 2: Importance of Asian models and liberalisation moves will be accelerated" will be published tomorrow.) It would be ironic if the UK, a liberalising force, were forced to follow the lead of the still-less liberalised Asia Pacific market. The single EU aviation market has been a model for others - including ASEAN - to aspire to and build upon in order to further social, cultural and economic benefits by knitting the world closer together through aviation. The benefits have been profound and are an often unrecognised accomplishment of the 20th Century. Preserving those benefits may not be easy but they are of great importance - and losing them would be a massive step backwards, as another change in an atmosphere of liberalisation globally was wound back. *Article 50 of the Lisbon Treaty 1. Any Member State may decide to withdraw from the Union in accordance with its own constitutional requirements. 2. A Member State which decides to withdraw shall notify the European Council of its intention. In the light of the guidelines provided by the European Council, the Union shall negotiate and conclude an agreement with that State, setting out the arrangements for its withdrawal, taking account of the framework for its future relationship with the Union. That agreement shall be negotiated in accordance with Article 218(3) of the Treaty on the Functioning of the European Union. It shall be concluded on behalf of the Union by the Council, acting by a qualified majority, after obtaining the consent of the European Parliament. 3. The Treaties shall cease to apply to the State in question from the date of entry into force of the withdrawal agreement or, failing that, two years after the notification referred to in paragraph 2, unless the European Council, in agreement with the Member State concerned, unanimously decides to extend this period. 4. For the purposes of paragraphs 2 and 3, the member of the European Council or of the Council representing the withdrawing Member State shall not participate in the discussions of the European Council or Council or in decisions concerning it. A qualified majority shall be defined in accordance with Article 238(3)(b) of the Treaty on the Functioning of the European Union. 5. If a State which has withdrawn from the Union asks to rejoin, its request shall be subject to the procedure referred to in Article 49. http://centreforaviation.com/analysis/brexit-and-aviation-part-1-open-pandoras-box-and-anything-can- happen-but-status-quo-is-likely-288477 Back to Top Airlines can now import older planes (India) Air India aircraft parked on the tarmac of Gannavaram Airport, in Krishna District. - A File Photo: V. RAJU The Hindu Air India aircraft parked on the tarmac of Gannavaram Airport, in Krishna District. - A File Photo: V. RAJU The changed norms that allow carriers to procure 18-year-old aircraft come into effect June 17. Domestic airlines can now import aircraft that are up to 18 years old into the country with the government amending more than two-decade rules in this regard. The move is expected to provide a fillip for the government's ambitious efforts to boost regional air connectivity as it gives more leeway for operators in expanding their fleet. Till now, aircraft that are more than 15 years old were not allowed to be imported. Doing business As part of larger efforts to improve the ease of doing business in the domestic aviation sector, which has huge growth potential, the Directorate General of Civil Aviation (DGCA) has made changes to rules that had come into effect way back in July 1993. With the revised norms, pressurised aircraft that are not over 18 years old or those which have not completed 50 per cent of design economic pressurisation cycle can be imported. A pressurised aircraft is one which is equipped to handle cabin pressure at an altitude of above 10,000 feet. Such planes should not have completed "15 years of age or 75 per cent of design economic life or 45,000 pressurisation cycle." The regulations would be applicable for entities having scheduled, non-scheduled and general aviation operations. "Considering that modern commercial air transport jet aircraft are significant economic assets that can have an effective economic useful life of decades, the restriction imposed on import of aged aircraft is cautiously revised," the latest CAR signed by DGCA chief M Sathiyavathy said. CAR In this regard, changes have been made in the relevant norms or Civil Aviation Requirements (CAR) effective from June 17. "Aircraft intended to be imported for air cargo operations shall not have completed 25 years in age or 75 per cent of its design economic cycles or 45,000 landing cycles," it noted. The regulator also said that studies were conducted by international aviation community on the correlation between fatal accidents and age of the aircraft. "Such studies have not clearly established that there is a correlation between accident rate and aircraft age up till 18 years," it added. Unpressurised aircraft With respect to unpressurised aircraft, the decision would be taken on a case to case basis after examining the record of the plane that is to be procured from overseas. "However, DGCA would normally not allow such aircraft which are more than 20 years old," it said. The watchdog noted that aircraft intended to be imported and used for scheduled commercial operations should have their design economic calendar and operational life clearly established by the holder of type certificate, among other requirements. Aircraft manufacturers usually prescribe design standards. http://www.thehindu.com/business/Industry/airlines-can-now-import-older-planes/article8776101.ece Back to Top The eyes have it: Mobile ophthalmology organization debuts surgical aircraft NEWARK - The Orbis office has a 3-D microscope that can stream a surgery students watch live. It also has an operating room, an AV/IT room and a classroom. And it's all up in the sky. Orbis, an organization that aims to fight blindness by bringing doctors and tools to countries around the world, is debuting an aircraft they say will improve the way they perform and teach eye surgery. On Thursday it came to Newark Liberty International Airport. In its 40-year lifespan, Orbis has used two different aircrafts that have allowed doctors to perform 41,281 eye surgeries and 24,277 pediatric eye surgeries around the world. The new one has an entirely new set of tools, including a digital cockpit and a camera that streams live surgery to a 46-seat classroom. Patients can prepare or recover from surgery in the back of the plane, or the pre-and post-operative care room. Instead of three pilots, this new plane only needs two. The plane was donated by FedEx and has been making its rounds throughout the United States. Earlier this month, it was in Los Angeles, and it's on its way to Washington, D.C., and Forth Worth, Texas. It's still the only flying eye hospital. "It helps if people may not know they have (a disease) or can't get help," said Communications Associate Silvana Vivas. Orbis: Flying Eye Hospital time-lapse and virtual tour Antonio Jaramillo works as a full-time ophthalmologist for Orbis. There are nearly 20 doctors and nurses onboard, and they hail from 16 different countries. His favorite part, he said, is the 3-D microscope and camera that allows doctors and students to get a better view of the depth of the eye. He says that's especially important when performing surgery for glaucoma. because cutting too deep or too shallow can be dangerous. "Oh, we're in love with it," he said of the new plane. http://www.nj.com/essex/index.ssf/2016/06/the_eyes_have_it_orbis_debuts_new_aircraft.html Back to Top Russia, China sign JV agreement to create wide-body aircraft The two countries also signed agreement on cooperation to build a heavy helicopter. Russian-Japanese consultations on security planned in July Russia, China agree on localization of high- speed train production Russia could supply half a million tonnes of grain to China in 2016 Russia's United Aircraft Corporation and Commercial Aircraft Corporation of China (COMAC) have signed an agreement to set up a joint venture under a program to build a wide-body civil aircraft during Russian President Vladimir Putin's visit to China on Saturday, an Interfax correspondent reported from the signing ceremony on Saturday. The two countries also signed intergovernmental agreements on cooperation to build the aircraft and a heavy helicopter. The signing marks a new stage in implementation of the joint project: the beginning of the aircraft design. Russian Minister of Trade and Industry Denis Manturov told reporters: "This is yet another stage. It is now a more advanced stage. Work has continued since 2008. It is that it is going through various stages. First, the marketing. Then, the beginning of a preliminary plan. The next stage is the design proper. The design is about to begin, the preliminary plan needs to be completed." Speaking of the stakes distribution in the joint venture, he said: "In the heavy aircraft, it will be 50-50. [It will be created] in China in the very near future. That is what has been decided." As for the project to build a heavy-lift civil helicopter, the partnership is organized differently, he said. "We are working on the helicopter project. China is the customer, and we are doing a certain part of the design of this helicopter," Manturov said. Russia and China reached agreement to build a wide-body passenger aircraft back in May 2014. At the time the agreement was signed by UAC and COMAC during the Russian president's visit to China. It was also reported that Russian Helicopters has been in talks for several years with partners from China's AVIC corporation and Avicopter company over a project to jointly design an advanced heavy-lift (AHL) civil helicopter. http://rbth.com/news/2016/06/26/russia-china-sign-jv-agreement-to-create-wide-body-aircraft_606315 Back to Top Report filed into exchange between BA pilot and Dublin air traffic controller A report has been filed into an exchange between a British Airways pilot and an air traffic controller at Dublin Airport, the Irish Aviation Authority has said. The incident was brought to the public's attention after a recording of the conversation was posted on social media at the weekend. The exchange is believed to have taken place on Sunday, June 19th, after a transatlantic jet was forced to make an emergency landing, delaying the departure of other flights. In the recording, a Dublin Airport air traffic controller is heard giving instructions to a number of pilots, including the British Airways pilot in question. The pilot, who was flying from Dublin to London Heathrow had been cleared to be pushed back from its stand, but the ground crew stopped during the procedure. He took the issue up with the air traffic controller, who said she had been trying to call and inform him of the situation. "You should have told us that before really," the pilot said. The air traffic controller replied, "I was trying to call you sir, you weren't listening out but they (Aer Lingus) were also cautioned reference you, they were supposed to give way." The pilot said he was not "listening out" as he was talking to the ground crew. "They're telling us the same thing, so you're a bit late," he said. The air traffic controller said, "I was trying to call you to warn you... Everything's clear now, continue push and start to point Charlie and I'm just too busy to continue any further conversation about this on frequency." As the pilot acknowledged his instructions he said, "We will be filing a safety report," to which the controller replied, "Copied sir, thanks". Another pilot is then heard commenting "Oh my God", while another is heard saying the word "tool". The incident is now the subject of a Mandatory Occurrence Report, which is confidential and subject to EU regulation. Anybody, including airline and airport staff, ground control and members of the public are entitled to file a mandatory occurrence report, the objective of which is to improve air safety. The recording was published on YouTube by an unofficial group called Dublin Aviation, who is described on their Twitter account as "#1 source for Irish aviation news. Want to know about your flight if there's an issue? Ask us! ??" . They group have posted similar recordings before, along with various aviation related videos. http://www.irishtimes.com/news/ireland/irish-news/report-filed-into-exchange-between-ba-pilot-and- dublin-air-traffic-controller-1.2696580 Back to Top CAAP issues warning to pilots as China prepares to launch rocket Aviation authorities of the Philippines issued Saturday afternoon a Notice to Airmen (NOTAM) as Beijing prepared to launch a powerful rocket on Hainan Island province in the South China Sea. In a text message to GMA News Online, Civil Aviation Authority of the Philippines (CAAP) spokesperson Eric Apolonio said that NOTAM B2217/16 -effective 7 p.m. until 10:30 p.m. (Saturday) -was issued in view of China's rocket launch. "The NOTAM covers an area ranging from approximately 250 kilometers west of Manila Bay to 430 km west of Lingayen gulf," Apolonio said. Due to the expected China rocket launch affecting western portion of the Manila Flight Information Region (FIR), the following airways are closed: - L625 between reporting points Aresi and Akota - L628 between reporting pts Aresi and Ikobi - M754 between reporting pts Gukum and Akota Alternate routes of flights are as follows: -Pandi M765 -Osanu M646 -Laxor N884 Moreover, CAAP immediately issued a second NOTAM (B2218/16) to all pilots flying near the area that a five-minute longitudinal separation at the boundary shall be applied to the following airways regardless of flight level: 1. Pandi M765 2. Laxor N884 3. Osanu M646 "Pilots are advised to follow the reference points for safety reasons," the CAAP said. A report on spaceflightnow.com said that the brand new Chinese launcher, powered by kerosene-burning rocket engines, could take off on its first flight on Saturday at a new spaceport on Hainan Island. -LBG, GMA News http://www.gmanetwork.com/news/story/571324/news/nation/caap-issues-warning-to-pilots-as-china- prepares-to-launch-rocket#sthash.R0Dw2tzs.dpuf Back to Top This Airbus jet just arrived in New York - and it's Delta, American, and United's biggest fear Air Serbia Airbus A330 (Air Serbia Airbus A330-200 at New York JFK International Airport.AP) On Thursday, an Air Serbia Airbus A330-200 landed at New York's JFK International Airport. It's the first time the Serbian capital of Belgrade has had direct air service to New York in 24 years. The arrival of this Serbian Airbus embodies US-based airlines' worst fears over the continued growth of the Middle East's three mega carriers. For years, American, Delta, and United Airlines have alleged that Middle Eastern carriers Emirates, Etihad, and Qatar Airways have benefited from more than $42 billion in illegal subsidies. It's an accusation that the CEOs of the ME3 have consistently refuted. Emirates, Etihad, and Qatar all point to their audited financial statements that prove their profitability as businesses. So what does Serbia's national airline have to do with the Persian Gulf's mega carriers? Air Serbia - along with Air Berlin, Virgin Australia, Jet Airways, Air Seychelles, Etihad Regional, and Alitalia - make up Etihad's equity partnership network. That means the Abu Dhabi-based airline owns up to 49% of each airline. According to Air Serbia CEO Dane Kondic, Etihad doesn't participate in the day-to-day operations of his airline, but they do make their presence felt. "What they do do is play the role of an enabler," he said. Airbus A330 Air Serbia Kondic believes his airline's landmark flight to New York is a great example of how the partnership has been a benefit to his company. The Airbus A330 used for the route was leased from Jet Airways, while the Air Serbia pilots were trained in Italy by Alitalia. At the same time, Etihad provided Air Serbia with ground staff in the US as well as training for its cabin crew. Although highly complimentary of US airlines, Etihad Aviation Group CEO James Hogan was quick to point out a key factor advantage his airline has over American competitors. "Although (US Carriers) form the backbone of the three global airline alliances, what we've done and they haven't done is decrease operating complexity across the partnership airlines," Hogan told Business Insider According to Hogan, Air Berlin, Alitalia, and others in the partnership are looking to share everything from fleets to computer systems to training. The airlines are even looking to streamline the interior layouts of their aircraft so planes can easily be shifted between different fleets depending on demand. This is the type of synergy that allows an airline like Air Serbia to expand into the US market. "A small impoverished airline such as ours would never in a million years be able to fly across the Atlantic if it wasn't for us being a part of this group of like-minded airlines coming together as Etihad Airways partners," Kondic said. Kondic is right. On its own, with a fleet of 21 aircraft, three-year-old Air Serbia would not be capable of operating trans-Atlantic service. But with the assistance of its partners, Air Serbia has managed to build an unexpected air bridge between Belgrade and New York. On a larger scale, Etihad's partnership network represents the next evolution of the emirati carrier's global expansion. Growth through these partnerships allow Etihad to increase the airline's reach organically. And with the governments of Serbia and Italy writing off the old debt of their national airlines ahead of Etihad's entry, the company is able to focus on building for the future instead of worrying about the past. Instead of forcing its way into markets outside of its traditional area of operation such as Emirates' route between Milan and New York, Etihad's partnership method allows the airline to expand while turning potentially adversarial governments into stakeholders. After all, it's easy for both the US and the Italians to make a big fuss about the Emirates' Milan route. But Etihad's Alitalia service would be beyond reproach. US airlines simply aren't in a position to protest Italy national airline's operation out of Rome or Serbia's national airline's operation out of Belgrade. Etihad doesn't have to expand further into US or European market on its own. It's got a German, a Swiss, an Italian, and a Serbian airline to do it by proxy. With Etihad's equity partnership hitting its stride, further encroachment into the US carrier's prized trans- Atlantic business is bound to continue. And there isn't anything the airline's US critics can do about it. https://www.yahoo.com/finance/news/airbus-jet-just-arrived-york-233900906.html Back to Top Airvinci ducted fan helicopter prototype set for take off The Airvinci, currently being developed first as a heavy drone prototype, is designed to eventually become a fully-fledged, human-carrying VTOL transport system (Credit: Airvinci) View gallery (10 images) There's been a bit of a renaissance in designs for personal flying craft over the last few years, with everything from conceptual electric fan passenger craft designed for quiet commuting, to real jetpacks flying around landmarks and jet-powered hoverboards breaking records, and the collection just keeps growing. Now add one more personal flight machine concept to the list in the form of the Airvinci: a ducted fan VTOL aircraft that is expected to start its aeronautical life as a heavy-lifting drone and later have a cockpit added for carrying human cargo. The brainchild of inveterate tinkerer, Tarek Ibrahim, and built on the dream of a safe, compact and affordable way to skip daily traffic jams, the Airvinci is designed as a ducted fan, fixed-pitch rotor aircraft drone prototype. It's claimed to be in the latter stages of development for a trial flight some time in the coming months, with a full-size "backpack helicopter" version slated for trials next year, all going well. "We scheduled our first test flight this (US) summer with more test flights later this year," says Airvinci project manager, Markus Engelhart. "Currently, we are finishing final versions of several components like the rotors, the rotor hub and control surfaces. In about two weeks we are planning to start the final assembly of our prototype." Whilst some obvious similarities can be drawn with the Martin Jetpack in terms of the ducted-rotor design, the people at Airvinci point to some notable differences. It puts the pilot in a sitting rather than standing position and is powered by two aircraft-specific engines and a single-rotor rather than a single engine and two rotors. According to Airvinci, the prototype engines for the drone put out around 28 hp (21 kW) each, and the total rotor size for the craft is about 7 ft (2.1 m). "With our design we are convinced to have a better weight balance that will improve flight dynamics and the ease of use," says Engelhart. "We have two separate engines that make our aircraft safer and more resilient to engine failure, since you can fly even with only one left in an emergency case. We decided to use aircraft engines from an external supplier that is known by most aircraft mechanics in order to simplify maintenance and repair." Airvinci also believes that, based on its design calculations, the eventually manned craft will have a higher flight-ceiling, greater range, and longer average flight time than the Martin Jetpack, too. Intended for a range of users and uses, the team at Airvinci assert that their markets will include pilots, search and rescue teams, and forward-thinking shipping companies who could dispatch and deliver heavier parcels than possible with the likes of Amazon drones, thanks to the Airvinci's proposed carrying capacity of around 265 lb (120 kg). And, when a planned autonomous flight system is fully developed, the company also sees a potential niche for skydivers, where the proposed 12,500 ft (3,800 m) altitude capability of the Airvinci will allow such users the ability to climb to a jumping altitude and have their craft return autonomously to base. Of course, like all new aircraft, the Airvinci will also need to complete a raft of airworthiness trials and comply with all manner of flight regulations well before the first potential customer straps themselves into the flying seat. "One of the biggest challenges will be laws and regulations for personal aircraft in urban areas and for aircraft that are remote or autonomously controlled," says Engelhart. "However, history has shown that laws and regulations eventually follow new technological developments." No word on potential price or any possible delivery dates, yet, but Airvinci plans to continue flying tests after an inaugural mid-year sortie, then tinker with development of a manned prototype onward through 2017 and beyond. The short video below shows an animation of the Airvinci in its various guises. Source: Airvinci http://www.gizmag.com/ducted-vtol-personal-helicopter-airvinci/43881/ Back to Top Embry-Riddle research park to boast direct access to airport Big draw for businesses:This will be one of the few research parks with direct access to an airport of Daytona's caliber. An Embry-Riddle Aeronautical University plane arrives at Daytona International Airport. The taxiway extension will give tenants of ERAU's research park direct acess to the airport. News-Journal/Nigel Cook Facts By the numbers ERAU taxiway extension Estimated cost: $800,000 Project funders: $400,000 FDOT grant, $400,000 ERAU contribution Size: An estimated 560-foot extension across 4.26 acres Timeline: 90 days of design, 120 days of construction A taxiway extension connecting Embry-Riddle Aeronautical University's fledgling research park with Daytona Beach International Airport will open up direct airfield access to park partners and tenants, enhancing the appeal and competitive edge of the park, university and Volusia County officials said. The Taxiway Sierra extension project, an estimated $800,000 initiative approved by the County Council this month, will connect Research Park West with the airport's air operations area, allowing for researchers associated with the park to steer aircraft directly between the two properties. The growth of Taxiway Sierra is the latest development of the research park, a $28 million project sprawled across 90 acres that aims to leverage ERAU's institutional research capabilities with an advanced aerodynamics laboratory and wind tunnel. The 50,000-square-foot lab will hold space for research-hungry aviation and aerospace industry executives as well as industry entrepreneurs who want to sow their ideas into viable businesses. The taxiway project will be a "differentiator" in the development of the research park, said Rodney Cruise, vice president for administration and planning at ERAU. "There are very few research parks that have direct taxiway access," Cruise said. "If you think about a tenant partner's ability to bring their aircraft into the park to work with Embry-Riddle on some component, whatever that is, testing or certification, and then be able to exit again right out of the park, it ties very well into our ability to work with the aviation/aerospace industry," he added. Supported by a $400,000 grant from the Florida Department of Transportation and another $400,000 investment from ERAU, the extension will stretch an estimated 560 feet from the research park to an existing airport taxiway. That taxiway is located near the airport's small general aviation runway, which feeds into the entire runway system, said Deputy Airport Director Karen Feaster. The project is concentrated on 4.26 acres in an area with two storm water ponds and what is believed to be a landfill, Feaster said. Once the county can complete the design and testing phase of the project, it will have more clarity on the stormwater and landfill and how to address those elements, she said. The deal also includes a license agreement between the county-run airport and ERAU, a "through-the- fence agreement" in which the university will pay the airport to give the green light on aircrafts traveling between the two. The annual estimated revenue from that agreement, which follows Federal Aviation Administration requirements, will amount to $37,000, county documents state. Those revenue dollars add up to the biggest benefit of the project for the airport, which will join the rest of the community in also benefiting from economic development spurred by the research park and airfield access, Feaster said. "To have airfield access - that really opens up the opportunities that you can offer," she said. The design of the extension will move forward in the next few weeks. Feaster anticipates the design phase of the project will run about 90 days, followed by 120 days of construction. Volusia County has appointed Ghyabi & Associates, Inc., which has an office in Ormond Beach, to handle architectural, engineering and aviation planning services for the project. Ghyabi & Associates is one of four aviation consultants with which the county has established a continuing contract, Feaster said. Hoyle, Tanner & Associates, Inc., of Oviedo, is listed as a subcontractor in the county's contract with Ghyabi & Associates and will take the design lead on the extension project, said Maryam Ghyabi, the company's chief executive officer and sister of Mori Hosseini, ERAU's chairman of the board. The county plans to appoint another engineering firm to complete construction administration and project inspection and will select a separate construction firm through a bid process. ERAU will cover any additional project costs beyond the $400,000, Cruise said. http://www.news-journalonline.com/article/20160626/news/160629629 Curt Lewis