Flight Safety Information July 29, 2016 - No. 148 In This Issue Flight MH370 Update: Wing Flap Found In Tanzania 'Highly Likely' Airbus, FAA Spar Over Lithium Batteries FAA safety inspectors unable to make surprise inspections Korean Air Lines B737 Tire Deflation on Landing HUERTA: FAA WILL FINALIZE THIRD CLASS MEDICAL RULE The pressure is on to cut airplane emissions Too fast? They're furious: Pilots' union says American Airlines compromises safety Embraer launches Phenom 100 EV jet World's fastest jet crew are reunited with the supersonic SR-71 Blackbird spy plane Averett aviation partners with Piedmont Airlines NTSB Course...Title...Managing Communications Following an Aircraft Accident or Incident ISASI 2016, Reykjavik, Iceland...17 to 20 October, 2016 (ISASI) DFW Regional Chapter (DFRC) Summer Meeting, September 8, 2016 Graduate Research Survey Flight MH370 Update: Wing Flap Found In Tanzania 'Highly Likely' From Missing Malaysia Airlines Plane A piece of an airplane wing found last month on Pemba Island, near Tanzania, is "highly likely" from Malaysia Airlines Flight MH370, Darren Chester, Australia's minister of infrastructure and transport said Friday. Over the last few months, several debris pieces have been found that have been linked to the missing Boeing 777-200. "The wing part was found in Tanzania and transported to Australia for analysis by ATSB (Australian Transport Safety Bureau)," Chester said, in a statement. "The experts will continue to analyze this piece to assess what information can be determined from it." A flaperon found last year in the French-controlled Réunion Island in the Indian Ocean has been confirmed to be from the missing plane, following which four other parts this year have been said to be "likely" from the jet. In April, the ATSB, which is leading the search for the plane, confirmed that two debris pieces - a segment of Boeing 777 engine cowling and an interior panel from the main cabin - found on the beaches in Mossel Bay, South Africa, and Rodrigues Island in Mauritius, were "almost certainly" from the missing plane. The agency also said two items from Mozambique, which were found on Dec. 27, 2015, and Feb. 27, 2016, provided almost irrefutable evidence that the parts were from the missing plane. A multimillion-dollar search for the missing plane has so far yielded no concrete clues as to what happened to the plane, while several conspiracy theories continue to make the rounds. Last week, Malaysia, China and Australia announced that they will be suspending the underwater search for Flight MH370 in a remote area of the southern Indian Ocean, where the plane is believed to have gone down, once the designated area has been scoured. Nearly $135 million has so far been spent since the underwater search of the 46,332 sq. mile area began in 2014. On Friday, Chester said that unfavorable weather conditions could delay the operations until December. "We remain hopeful that the aircraft will be located in the remaining search area," Chester said. "As agreed by Ministers from Malaysia and the People's Republic of China and Australia at the tripartite meeting on 22 July 2016, in the event that the aircraft is not located in the current area, the search for MH370 will be suspended on the completion of the 120,000 square kilometer high priority search area unless credible new evidence about the specific location of the aircraft emerges." mh370 Malaysian and Australian investigators examine the piece of aircraft debris found on Pemba Island off the coast of Tanzania. PHOTO: ATSB The same day as news of the latest debris piece's link to the missing plane came to light, families of those on board the missing Flight MH370 protested against the tripartite decision to suspend the search. "We oppose their decision. We don't recognize it at all. That decision has no reason behind it," Boa Lanfang, 65, whose son, daughter-in-law and grandson were on the flight, reportedly said. Flight MH370 went off radar on March 8, 2014, with 239 people on board while on its way from Kuala Lumpur to Beijing. Most recently, a report in New York Magazine suggested that the pilot of the Boeing 777 had crashed the aircraft in order to commit suicide, citing leaked FBI documents that showed a similar course on pilot Zaharie Ahmad Shah's home flight simulator. However, ATSB later refuted the report saying that the data from the home flight simulator only hinted at possible planning. http://www.ibtimes.com/flight-mh370-update-wing-flap-found-tanzania-highly-likely- missing-malaysia-airlines-2395781 Back to Top Airbus, FAA Spar Over Lithium Batteries European regulators approve A350's batteries, but fight continues with U.S. agency over safeguards, testing Intended to provide backup power for the newest A350 jetliners, lithium batteries are more powerful, lighter and require less maintenance. Above, an A350 aircraft at the Farnborough International Airshow earlier this month. By ANDY PASZTOR European jet maker Airbus Group SE is locked in a dispute with U.S. regulators over the safety of lithium-ion batteries installed on its latest model, according to people familiar with the details. Escalating arguments about the extent of safeguards and testing for such rechargeable batteries-reminiscent of Boeing Co.'s difficulties with similar technology years ago-come after European regulators already have approved the Airbus systems based on less- stringent requirements. Intended to provide backup power for the newest A350 jetliners, lithium batteries are more powerful, lighter, require less maintenance and last slightly longer than traditional nickel-cadmium batteries used on other models. But experts say they also are more volatile and without special safety features, more prone to experience short-circuits, overheat and potentially emit smoke or fire. A green light from the U.S. Federal Aviation Administration has been pending for months, with Airbus officials expressing optimism last fall that a favorable decision was imminent. But according to people familiar with the process, continuing disagreements pitting the manufacturer against FAA technical experts have created a regulatory logjam and delayed approval. Airbus said "we are working with the FAA on certifying a battery solution," but declined to elaborate. With the agency continuing to evaluate the matter and no clear timeline for a final decision, the two sides can't seem to agree on precisely what issues are blocking progress. The crux of the debate for many months, according to two of the people familiar with the details, revolved around the possibility that the FAA would require the batteries to be enclosed in a rugged stainless steel container, similar to those previously mandated for Boeing's flagship 787 jets. But according to another person familiar with the specifics, such a demand never materialized. This person said the latest argument involves FAA demands to conduct a comprehensive test to determine if the batteries emit smoke or flames after being overcharged. So far, according to these people, Airbus officials have balked at performing that test and argued instead that probability analyses are adequate to determine safety margins. The company, according to some of these people, has asserted that it would have to disable built-in overcharge protections to comply with FAA testing requirements-resulting in an unrealistic testing scenario. Airbus also contends its internal battery design differs significantly from those used by Boeing, making the container unnecessary. The containment hardware is heavy but considered to offer foolproof protection against smoke and flames because it eliminates oxygen from the enclosure and vents all gases outside the aircraft. The clash is the latest example of broader friction involving various certification and policy issues between regulators on opposite sides of the Atlantic. The conflicting approaches range from debates spanning black box recorders designed to be jettisoned from aircraft before a crash to mandatory cockpit systems intended to warn pilots when landing jets are about roll off the ends of runways. Airbus officials and European air-safety regulators favor those technologies, while their U.S. counterparts generally are reluctant to formally endorse them. In an email response Tuesday, Airbus said the lithium batteries "save weight equivalent to one passenger" versus traditional power cells, and A350s haven't experienced any overheating, smoke or uncontrolled temperature increases called "thermal runaways." Some of the latest arguments over battery safety, which have remained largely behind the scenes, hark back to the controversy that temporarily grounded Boeing's entire 787 Dreamliner fleet in 2013 in the wake of two separate smoldering-battery incidents. Led by the FAA, regulators world-wide banned the planes from flying passengers for several months until Boeing and agency experts agreed on a range of fixes. They included internal design changes and the beefed-up stainless steel containers. European regulators already have approved the A350's lithium batteries without all of those extensive protective features and tests. U.S. carriers need the FAA to separately sign off before they can operate the planes. American, United and Delta all have A350s on order, though they aren't slated to arrive for years. Airbus, for its part, has told the FAA that its batteries are smaller, contain less energy and are less prone to overheat than Boeing's lithium-ion batteries. When the FAA initially certified the 787 jet, agency and industry officials concluded it would be virtually impossible for the batteries to dangerously overheat. But since some of the original technical assumptions and testing protocols turned out to be wrong, the FAA is now determined to avoid a repeat of those slipups. Patrick Ky, Europe's top air-safety official, has talked about tempering collaboration with the U.S. "Let's not be completely naive" about working in tandem on everything with industry and regulators from both sides of the Atlantic, he told an international safety conference in Washington last month. "At the end of the day," he added, regulators "must have the power to make decisions." http://www.wsj.com/articles/airbus-faa-spar-over-lithium-batteries-1469611983 Back to Top FAA safety inspectors unable to make surprise inspections A government watchdog says U.S. safety inspectors are generally unable to conduct unannounced inspections of foreign repair stations where most airlines send their planes for major repair work By JOAN LOWY, Associated Press WASHINGTON (AP) - U.S. safety inspectors are generally unable to conduct unannounced inspections of foreign repair stations where most airlines send their planes for major repair work, and sometimes must cancel inspections for lack of funds, according to a government watchdog. Federal Aviation Administration inspectors are required to give countries where the repairs stations are located advance notice of their plans, and often notice to the repair stations and the country's aviation safety agency as well, according to a report released Thursday by the Government Accountability Office. While FAA inspectors complained that they've had to cancel inspections because of the agency's tight travel budget, the GAO said it couldn't confirm the assertions because the FAA said doesn't keep separate data on travel expenditures for oversight of foreign repair stations. Airlines typically perform routine maintenance on planes themselves, but planes are generally sent to outside repair stations for major aircraft or engine overhauls. The report also criticized the FAA for not collecting data from airlines on the amount of work that's performed at both foreign and domestic repair stations, saying the information could significantly enhance the agency's oversight. The FAA responded that the volume of repairs to U.S. registered planes at particular repair stations doesn't reflect whether there is a safety risk. The GAO also recommended the FAA take steps to better measure the effectiveness of its repair station oversight, which the agency agreed to do. "Yet again, the GAO confirms that there are weaknesses and gaps in the FAA's oversight of foreign repair stations," said Rep. Peter DeFazio, D-Ore., who requested the report. "How many watchdog reports do we need before the federal government will act to ensure that work done at low-cost foreign repair stations is up to our standards?" The FAA oversees safety at 4,030 domestic and 716 foreign U.S.-certificated aircraft repair stations. Europe has the greatest number of foreign repair stations, 423, followed by Asia, 112; Africa, 60; Mexico and Central America, 38; South America, 34; the Middle East, 32; Australia, 12; and New Zealand, 5. FAA regulations don't require foreign repair stations to conduct drug and alcohol testing on mechanics and other employees who work on planes at foreign repair stations, although such testing is required of employees at repair stations in the U.S. Under an aviation law passed by Congress in 2012, the FAA must issue regulations requiring drug and alcohol testing of employees at foreign repair stations. The agency has indicated its intention to do that, but its timetable doesn't call for proposing the regulations until May 2017. It will take months, and perhaps years, before they become final. Several countries have opposed the testing requirements. Under another aviation law passed by Congress earlier this month, the FAA is also supposed to issue regulations requiring security background checks of employees working at foreign repair stations. http://www.usnews.com/news/politics/articles/2016-07-28/faa-safety-inspectors-unable- to-make-surprise-inspections Back to Top Korean Air Lines B737 Tire Deflation on Landing Date: 29-JUL-2016 Time: ca. 12:00 Type: Boeing 737-9B5 Owner/operator: Korean Air Lines Registration: HL7727 C/n / msn: 30000/1536 Fatalities: Fatalities: 0 / Occupants: 157 Other fatalities: 0 Airplane damage: Minor Location: Jeju International Airport (CJU/RKPC) - South Korea Phase: Landing Nature: International Scheduled Passenger Departure airport: Narita International Airport (NRT/RJAA), Japan Destination airport: Jeju International Airport (CJU/RKPC), South Korea Narrative: Korean Air Lines' flight KAL/KE718 from Tokyo/Narita, Japan to Jeju, South Korea, operated a Boeing 737-9B5, suffered nose landing tire(s) deflation during the landing roll on the runway 07. The plane was stuck on the runway, causing the runway 07 to be closed for 1 hour and 14 minutes. The other runway 31 was operated normally. No reported injuries. https://aviation-safety.net/wikibase/wiki.php?id=188926 Back to Top HUERTA: FAA WILL FINALIZE THIRD CLASS MEDICAL RULE The FAA will move quickly to implement third class medical reform, streamline aircraft certification standards, and allow more modern safety equipment into general aviation aircraft, FAA Administrator Michael Huerta said July 28. During prepared remarks and a wide-ranging question-and-answer session at EAA AirVenture 2016, Huerta said the agency is on track to finalize third class medical regulations within 180 days as directed by Congress and implement them in one year. "I've assembled a dedicated team," he said. "We're going to meet the deadline that Congress laid out." The FAA's years-long effort to streamline aircraft certification standards will be complete by the end of 2016, he said. That process, known as the Part 23 rewrite, replaces decades-old procedural standards with new "risk-based" assessments. "The new framework defines safety outcomes," Huerta said. "There's more than one way to deliver on safety." The "transformational" new approach is designed to encourage flexibility and innovation among aircraft manufacturers. For the legacy GA fleet, the FAA's recent approvals of Garmin's G5 electronic flight instrument and Dynon's D10A attitude indicator are likely to pave the way for other non- TSO avionics in standard category airplanes. Huerta said these "potentially lifesaving technologies," which until now have been limited to experimental aircraft, are available at "lower cost and offer higher levels of safety" than the mechanical instruments they replace. Huerta became FAA administrator in 2013, and this is his fifth annual appearance at the world's largest aviation gathering. Previous question-and-answer sessions have sometimes been testy with pilots questioning Huerta's commitment to third class medical reform, aircraft modernization, and other issues important to GA pilots. This time the atmosphere was much, much more welcoming, and many questioners praised the administrator for the FAA's willingness to adopt changes they've long sought. They also praised the FAA's new "compliance" philosophy that emphasizes non-punitive education and counseling to pilots who make airspace or other blunders rather than certificate revocations or suspensions. Huerta prodded aircraft owners to install Automatic Dependent Surveillance-Broadcast (ADS-B) Out equipment before the Jan. 1, 2020, deadline and take advantage of the FAA's $500 rebate program; he reiterated that the installation deadline is firm and will not budge. ADS-B is a satellite-based air traffic control system that can give pilots in-cockpit weather and traffic alerts. "There's no better time to get off the sidelines and start enjoying the benefits of ADS-B," he said. https://www.aopa.org/news-and-media/all-news/2016/july/28/huerta-speech-at- airventure Back to Top The pressure is on to cut airplane emissions, but some airlines don't yet want the planes that could help The race among US carriers to fly more fuel-efficient aircraft is facing some delays. Several airlines recently announced that they will postpone deliveries of aircraft that use less fuel than earlier models. It's a way for airlines to curtail spending at a time when airfares have slumped and some carriers have seen declines in revenue per seat flown. American Airlines, the largest US carrier, said earlier this month (July 22) that it will postpone the delivery of 22 Airbus A350 XWBs, a wide-bodied plane, by an average of 26 months to trim its spending by more than $1 billion in the next two years. Southwest Airlines said it would push back the delivery of 67 Boeing 737 Max airplanes by about three years. There are takers for many of the planes, including Malaysia Airlines, which just announced it would buy 50 from Boeing, but US carriers could have to answer to higher standards soon. The Environmental Protection Agency on Monday (July 25) said that greenhouse gases emitted from several jets are contributing to air pollution that "endangers public health and welfare" (pdf). The declaration is a necessary step before the government can issue firm caps on airlines' emissions. Commercial air travel accounts for about 2% of global carbon emissions, but the number of passengers is expected to double over the next two decades to about 7 billion a year. Governments are pressuring airlines to curb their emissions. Airlines have for years been trying to cut down on fuel, not just for the environment but because it costs them a lot of money. Fuel-efficient aircraft have become popular as a result. Boeing is considering ending production of its iconic 747 jumbo jet after it fell out of favor and airlines replaced it with planes that require less fuel. Airlines and plane-makers have also tried alternative fuels, such as cooking oil, lighter aircraft and even new coatings for planes so bug guts don't stick to the exterior of the plane and slow it down. One airline recently used behavioral science to get pilots to cut down on their fuel use. Fuel is an airline's biggest variable cost. Fuel prices have slumped along with the price of oil in the last few years, so perhaps the imperative to reduce fuel consumption has become less pressing. But with US airlines potentially facing stricter standards they may not want to delay too long. http://qz.com/744808/the-pressure-is-on-to-cut-airplane-emissions-but-some-airlines- dont-yet-want-the-planes-that-could-help/ Back to Top Too fast? They're furious: Pilots' union says American Airlines compromises safety American Airlines pilots talked after the carrier's merger with US Airways was announced in February 2013. (File Photo/Tom Fox) The president of American Airlines' pilots union said he's alarmed by a new management initiative to speed up some flight plans, stating in a Thursday letter to union members that it could "compromise the margin of safety." "This erosion of the safety margin cannot be tolerated. Pilot pushing leads to 'rush to comply' behavior," Capt. Dan Carey, who was elected president of the Allied Pilots Association earlier this month, wrote in the letter. "American Airlines' operations are clearly over-scheduled, and management is now resorting to improvisation. Don't let management's schedule-planning mistakes become your next crisis." Carey is referring specifically to an initiative laid out in a July 12 memo from American's chief operating officer Robert Isom. The memo outlines "speed up flight plans" as a way to reduce delays in certain circumstances. Carey said the union's pilots are reporting that some flight plans are being manipulated to keep crews under Federal Aviation Administration caps that restrict time spent on duty, a practice Carey referred to as "pilot pushing." This includes instructing pilots to increase air speeds, including in some cases where there is forecasted turbulence, using different flight routing and decreasing taxi times by using paths and speeds that deviate from "what would normally be considered rational," Carey said. "These last-minute manipulations are used to make a flight appear legal when in reality it's not or is, at best, on the ragged edge," Carey said. "Do not allow anyone to push you into compromising your margin of safety," he told members, describing the practice as an "intrusion on our professional authority." American Airlines said any attempts to speed up flight plans are done within federal limits and with the consent of the plane's captain. "Safety and regulatory compliance are always the first and foremost consideration in every decision and in every facet of our company," spokesman Matt Miller said. Although American and its pilots union are not in active contract negotiations, the union has been outspoken in its criticism of the Fort Worth-based airline's management practices in recent months. In March, union leaders warned of a return of "toxic " labor relations at American and said the airline was violating contract terms and crew scheduling regulations, although it did not provide specifics at that time. http://www.dallasnews.com/business/airline-industry/20160728-too-fast-they-re-furious- pilots-union-says-american-airlines-is-compromising-safety.ece Back to Top Embraer launches Phenom 100 EV jet Embraer Executive Jets has introduced a new variant of its entry-level Phenom 100. The Phenom 100 EV features a new avionics suite with the Prodigy Touch flight deck, based on the Garmin G3000, and modified Pratt & Whitney Canada PW617F1-E engines, offering more speed with superior hot-and-high performance. Mexico's Across and Emirates Flight Training Academy are the launch customers for the Phenom 100 EV business jet. Across operates out of the Toluca International Airport where the hot and high performance benefits the customers. Emirates Flight Training Academy, due to open later this year recently upgraded its earlier order for five Phenom 100E to Phenom 100EV becoming the first flight training organisation in the world to train cadet pilots using this platform. "The Phenom 100 revolutionized the entry-level segment when it set new standards for comfort, performance, and operating costs." Marco Tulio Pellegrini, president & CEO, Embraer Executive Jets said: "The Phenom 100 revolutionized the entry-level segment when it set new standards for comfort, performance, and operating costs. The new Phenom 100 EV will deliver even greater performance and operational capability while preserving its low operating and maintenance costs." The Phenom 100 EV is due to enter service during the first half of 2017. Pedro Corsi Amerlinck, CEO of Across said: "As Mexico's premier air charter solutions provider, our customers expect a world-class experience. Now, with the addition of the Phenom 100 EV to our fleet, our customers will enjoy the unmatched cabin comfort of Embraer's oval lite cross section, as well as the largest baggage capacity in the segment, all while flying non-stop routes, such as Toluca to Houston and Toluca to Cancun." Adel Al Redha, executive vice resident and chief operations officer of Emirates added: "We selected the Phenom 100 because we considered it to be the entry-level jet that will offer trainees unmatched systems integration and ease of operation, a high utilization design, low operating costs, airliner-grade performance and docile flying characteristics. Our cadets will benefit from next generation technology, speed and thrust for their training missions in the Phenom 100 EV." http://corporatejetinvestor.com/articles/embraer-launches-phenom-100-ev-jet-202/ Back to Top World's fastest jet crew are reunited with the supersonic SR-71 Blackbird spy plane - which is still the fastest plane ever built, 40 years later * Pilot Al Joersz and reconnaissance system officer George Morgan reunite with SR-71 spy plane * On July 28, 1976, Joersz and Morgan flew faster than a speeding bullet * The Blackbird reached 2,193 miles per hour - one mile every 1.64 seconds * Museum of Aviation in Warner Robins, Georgia, is hosting a weekend celebration honoring the crew * Lockheed SR-71 Blackbird was built in the 1960s by engineers in California * Long-range strategic reconnaissance aircraft was made for US Air Force * Held world record for the fastest manned aircraft since 1976 For 40 years it has been the fastest plane ever built, and now the crew who flew the record-breaking, speed-shattering mission have been reunited with the aircraft they once commanded, and climbed back into the cockpit. It was 1976 when U.S. Air Force pilot Maj. Gen. Eldon 'Al' Joersz and Lt. Col. George 'GT' Morgan flew a jet faster than a speeding bullet. They flew faster than anyone had done before, or since. On July 28, 1976, the two men flew a SR-71 Blackbird spy plane for more than a thousand kilometers at 2,193 miles per hour, covering one mile every 1.64 seconds, a record that still stands today. Back in the saddle: Maj. Gen. Eldon "Al" Joersz, USAF pilot retired, front, and Lt. Col. George "GT" Morgan, USAF retired reconnaissance systems officer, set a world speed record in 1976 in this SR-71 aircraft Big metal bird: The pair were reunited with the plane that they flew in 1976 to set an air- speed record that has stood for the past 40 years. The reunion happened at the Museum of Aviation in Macon, Georgia Forty years on from their speed-smashing record, the pilots were able to sit in the cockpit of the aircraft once again. The supersonic spy plane, which flew at more than three times the speed of sound is now on display at the Century of Flight Hangar at the Museum of Aviation in Georgia and on Thursday the original crew were reunited with the record-setting plane they flew. Joersz, who retired from the Air Force as a major general, was the pilot. Morgan, a retired Air Force lieutenant colonel, was the reconnaissance systems officer. The idea was to set the World Absolute Speed record as part of the nation's bicentennial celebration. They crew set their course and altitude and fired the afterburners to soar into the sky and with it, the record books. In 1976, reconnaissance officer George Morgan, left, and pilot Eldon "Al" Joersz set the world aviation speed record in an Air Force SR-71 Blackbird spy jet. Their record -- 2,193 mph -- still stands. On the day of the record, Joersz recalls how after making final checks, he lined the aircraft at the end of the runway, ready for takeoff. When he got the green light Joersz pushed the throtles forward the plane blasted into the sky and were at their target altitude at 80,600 feet within minutes. It was so high that Joersz remembers seeing the curvature of the Earth. In the seat behind him, Morgan helped Joersz follow the mission checklist and made sure they remained on track. 'I was watching very closely to make sure we were right on the money,' Morgan said to CNN. 'And we were.' The plane had to complete a 15 kilometer course which it passed through within a matter of seconds, before turning around and flying the same course one more time. 'I powered back ... and began the turn -- 90 degrees to the left, then a 270-degree turn to the right,' Joersz said. Morgan and Joersz say they encouraged each other over their headsets. Morgan spoke into the microphone, 'What do you think? Are we gonna make this thing? Oh, yeah, piece of cake!' After crossing four states, the pair landed safely back at Beale Air Force Base in California about 55 minutes after they took off. Joersz and Morgan climbed out of their cockpits to be met by a crowd of saluting VIPs that included generals, Lockheed executives and a congratulatory phone call from commander in chief of the Air Force Strategic Air Command. The pair had beated the previous record by 123mph but were just 7mph short of breaking the 2,200mph mark. Joersz said he never expected the record to stand. He said he was happy to see the plane for the first time at the museum. 'It wasn't supposed to be that big of a deal,' Joersz told CNN. 'We knew we were going to be setting some records, but we didn't look at it as something that would endure this long.' Morgan said they were lucky to get the assignment. 'We didn't go as fast as we could, we just went as fast as we needed to go to set the record.' This Saturday, the museum hosts Blackbird Day - which includes a panel discussion about the SR-71 with Joersz and Morgan and a chance for the public to meet the world's fastest jet crew. 'I'm real pleased to see the way the museum has cared for the airplane,' he told the Macon Telepgraph. 'It's encouraging to see the respect the aviation community and this museum in particular has for this airplane.' The plane was so fast that it could outrun surface-to-air missiles as it traveled close to the edge of space at about 85,000 feet, or about 16 miles above the earth. If a surface-to-air missile launch was detected, the standard evasive action was simply to accelerate and outfly the missile. The plane flew so high above the Earth's surface that Joersz said there was no real sense of speed at all with the clouds so far below. A total of 32 of the aircraft were built which flew from 1964 to 1999; 12 were lost in accidents, but none were shot down by enemies. Lockheed's previous reconnaissance aircraft was the relatively slow U-2, designed for the CIA. In late 1957, the CIA approached the defense contractor Lockheed to build an undetectable spy plane and within ten months they had come up with the design for the Blackbird. Flying at 80,000 ft meant that crews could not use standard masks, which would not provide enough oxygen above 43,000 ft, so specialist protective pressurised suits were made. The plane's titanium skin was capable of surviving temperatures up to 482C. The SR-71 was the world's fastest and highest-flying operational manned aircraft throughout its career and is believed to be the most advanced airplane ever built in relation to the technology available at the time. Almost every aspect of its design required new approaches or breakthroughs in technology. To withstand high temperatures generated by friction in the upper atmosphere during sustained Mach 3 flight, the Blackbird required an array of specially developed materials including high temperature fuel, sealants, lubricants, wiring and other components. Around 93% of the Blackbird's airframe consisted of titanium alloy that allowed the aircraft to operate in a regime where temperatures range from 450 degrees to 950 degrees. On July 24 1964, US President Lyndon B. Johnson publicly announced the existence of the classified Lockheed SR-71 program. The first flight was held on December 22 and operational aircraft deliveries began in 1966. Looking back over the past 40 years, Joersz is confident a new aircraft will someday break the record he managed to set, perhaps reaching five or even six times the speed of sound. 'It'll make Mach 3 seem pretty slow.' An SR-71 refueling from a KC-135Q Stratotanker during a flight in 1983. Because they were powered by a uniquely formulated jet fuel, SR-71 Blackbirds were refueled exclusively by KC-135Q tankers http://www.dailymail.co.uk/news/article-3713965/World-s-fastest-jet-crew-reunited- supersonic-SR-71-Blackbird-spy-plane-fastest-plane-built-40-years- later.html#ixzz4FnTxscqw Back to Top Averett aviation partners with Piedmont Airlines Averett University will start an aviation program partnership with Piedmont Airlines beginning in the fall semester, the school announced Thursday. "This is such an exciting opportunity for our aviation students," Travis Williams, chief flight instructor, said in a news release. "To start at Averett as freshmen, and flow all the way through to eventually becoming American Airlines pilots, is a unique opportunity for our qualifying students, and one that provides stability and job security." The cadet program partnership will allow future pilots a guaranteed career pathway to Piedmont and its owner American Airlines. The program will allow cadets to become a cadet instructor, then eventually a Piedmont pilot, and finally a pilot with American Airlines. Other benefits include a bonus for every 100 hours of flight time and $15,000 once students transition to Piedmont. "Our students are excited for this sort of career trajectory, and we've already had one student to interview with Piedmont," Williams said. To complete the program, aeronautics majors will need to interview with the program after achieving their Private Pilot certificate, as well as complete 500 hours of flight time. The cadet program will provide students with both tuition reimbursement and conditional employment. "We are honored to have Averett University partner with us in our cadet program," Lyle Hogg, Piedmont president/CEO, said in a news release. "This program is a great opportunity for prospective pilots because it provides selected cadets with financial assistance, career stability and growth within the airline industry." In 2015, the aviation program began a partnership with the United States Marine Corps, which allows students to graduate as an officer after taking part in summer training exercises. Averett's aviation program offers both an aeronautics degree and Federal Aviation Association-certified certificates for private pilots, commercial pilots, flight instructors and instrument rating. Degrees options include both concentrations in aviation business and flight operations. http://www.godanriver.com/news/danville/averett-aviation-partners-with-piedmont- airlines/article_3588ea9c-54f6-11e6-a6ca-1ba4b4729da1.html Back to Top A new, independent review of the Orion spacecraft is pretty damning The capsule is over budget and may need seven more years before flying crews. NASA's Orion spacecraft may first carry crew into space in 2023. At the request of Congress, the nonpartisan US Government Accountability Office reviews the finances and management of federal programs, and this week it released a study critical of NASA's crew capsule, Orion. Most worryingly, the 56-page report (PDF) regularly draws parallels between the Orion program and another large NASA project, the James Webb Space Telescope. The successor to the Hubble Space Telescope is notorious for ballooning from a 10-year, $500 million project to a 20-year, $8.8 billion (£6.7 billion) instrument that may finally launch in 2018. Although Orion has not yet experienced such dramatic increases in costs, the spacecraft is now into its second decade of development. NASA estimates that it will spend a total of $16 billion (£12 billion) to ready Orion for its first crewed flight in April 2023. However, the GAO review, signed by Director of Acquisition and Sourcing Management Cristina T. Chaplain, did not find these numbers to be reliable. The federal auditing agency based this conclusion on the fact that only a handful of NASA's methods for estimating costs and schedule were consistent with "best practices." Moreover, the GAO found, in making a number of its estimates, NASA appears to be relying too heavily on data analysis from the primary contractor for Orion, Lockheed Martin. In regard to Orion's cost and schedule estimates, then, the GAO report concludes, "They do not fully reflect the characteristics of quality cost or schedule estimates and neither estimate can be considered reliable." Some of the major Orion concerns cited by the GAO study are well-known, such as delays by NASA's partner, the European Space Agency, in building the service module that will help power Orion in space. Less widely known, however, are significant cost overruns with Orion's primary contractor, Lockheed Martin. The GAO's analysis of contractor data found that the Orion program faces potential cost overruns of up to $707 million by 2020. The report comes at an important time for Orion, which will likely face questions about its viability during the next 18 months as a new president comes into office and reviews NASA's programs. Congress supports NASA's development of the vehicle, but there is considerable back-channel discussion in the aerospace community about the time and expense that has gone into developing what is a capable but relatively straightforward spacecraft. A long time coming Few blame the NASA engineers themselves for these difficulties, but rather changing requirements and bloated government procurement processes for a program that formally began in 2006. The 5-meter capsule has seen significant modifications during that time, first envisioned as a means to transport astronauts to the space station and now more focused on deep space exploration. It's nevertheless striking that it will probably take NASA about 17 years to design and develop Orion before finally flying its first crewed mission in 2023. During the same amount of time, from 1964 to 1981, the space program flew the Gemini spacecraft; designed, developed, and flew the Apollo capsule; and designed, developed, and flew the much more complex space shuttle. The GAO report also notes that there is some question about the viability of the 2023 launch date for Orion's first crewed mission, Exploration Mission-2, a 10- to 14-day crewed flight that will orbit the moon before returning to Earth. NASA has publicly said it has 70 percent confidence in that launch date, but an internal NASA review cited by the GAO found that this launch date may slip six months. Despite these concerns, NASA is pressing ahead with an effort to try and accelerate development of Orion to enable an August 2021 launch of Exploration Mission-2. Yet the GAO found this scenario improbable. "To stay on the aggressive internal schedule, the agency is counting on receiving higher appropriated funds than what it plans to request, which may not be realistic in a constrained budget environment," the report states. There is low confidence-40 percent-in NASA making the 2021 launch date, and the GAO believes this may not be a "beneficial strategy" for Orion in the long term. Deferred work One of the final, most worrisome aspects of the Orion program noted by GAO is NASA's practice of deferring work on the vehicle to later this decade. That is, with constrained budgets now, NASA and Lockheed Martin are delaying development of some spacecraft systems. This positions the program poorly in terms of handling "a bow wave" of deferred work as well as inevitable technical challenges when Orion is integrated with the Space Launch System rocket. "The Orion program may find itself in a similar situation to that experienced by the Constellation and (James Webb Space Telescope) programs, which had minimal cost reserves in early years to handle technical challenges that manifested and forced the programs to defer work," the report states. As an example of some of the deferred work, the report notes a number of critical life- support and related systems that were originally planned to fly in Exploration Mission-1, an uncrewed test flight of Orion and the Space Launch System rocket tentatively scheduled for late 2018. These include air revitalization, fire detection and suppression, pressure control and waste management, an active launch abort system, emergency communications, and other systems. It is problematic to fly many of these systems for the first time with astronauts on board, the GAO found. SS It remains unclear whether the new report will shake Congress' confidence in Orion. Back in 2009, when the GAO concluded that Orion and another new NASA rocket, the Ares I, lacked a "sound business case," Congress fought against President Obama's efforts to end Orion. But given ongoing concerns about Orion's development, it does not seem likely the Washington wars over NASA's expensive, long-running capsule project have yet reached their conclusion. http://arstechnica.com/science/2016/07/a-new-independent-review-of-the-orion- spacecraft-is-pretty-damning/ Back to Top NTSB Course Title Managing Communications Following an Aircraft Accident or Incident Co-sponsor Airports Council International - North America (ACI-NA) Description The course will teach participants what to expect in the days immediately following an aviation accident or incident and how they can prepare for their role with the media. ID Code PA302 Dates, Tuition and Fee September 29-30, 2016 $1034 early registration, by August 28, 2016 $1134 late registration, between August 29 - September 24, 2016 $100 processing fee will be added to tuitions for all offline applications. A tuition invoice can be ordered for a $25 processing fee. Note: payment must be made at time of registration. Times Day 1: 8:30am - 5pm Day 2: 9am - 3pm Location NTSB Training Center * 45065 Riverside Parkway * Ashburn, Virginia 20147 Status OPEN. Applications are now being accepted. Apply to Attend SIGN UP FOR THIS COURSE HERE http://www.ntsb.gov/Training_Center/Pages/PA302_2016.aspx CEUs 1.3 Overview * How the National Transportation Safety Board organizes an accident site and what can be expected in the days after an aviation disaster from the NTSB, FAA, other federal agencies, airline, airport, media and local community * Strategies for airline and airport staff to proactively manage the communication process throughout the on-scene phase of the investigation * How the NTSB public affairs officers coordinate press conferences and release of accident information and what information the spokespersons from the airport and airline will be responsible to provide to the media * Making provisions for and communicating with family members of those involved in the accident * Questions and requests likely encountered from the airlines, airport staff, family members, disaster relief agencies, local officials and others > Comments from course participants > See the 219 organizations from 28 countries that have sent staff to attend this course Performance Results Upon completion of this course the participant will be able to: * Be better prepared to respond to a major aviation disaster involving a flight departing from or destined for participant's airport * Demonstrate greater confidence in fielding on-scene questions about the many aspects of the investigation and its participants, including what types of specific information may be requested * Identify the appropriate Public Affairs roles for the various organizations involved in an accident investigation. * Be more productive in the first few hours after an aviation disaster by understanding which tasks are most important and why * Perform job responsibilities more professionally and with greater confidence given the knowledge and tools to manage the airport communications aspect of a major aviation disaster Who May Attend This course is targeted to who, in the event of an aviation disaster, will need to provide a steady flow of accurate information to media outlets and/or other airport, federal or local authorities. Accommodations Area hotels and restaurants Airports Washington Dulles International (IAD): 10 miles Washington Ronald Reagan National (DCA): 30 miles Baltimore/Washington International (BWI): 60 miles More Information Email StudentServices@ntsb.gov or call (571) 223-3900 http://www.ntsb.gov/Training_Center/Pages/PA302_2016.aspx Back to Top ISASI 2016, Reykjavik, Iceland 17 to 20 October, 2016 The International Society of Air Safety Investigators (ISASI) will hold their 47th annual seminar at the Grand Hotel Reykjavik, Iceland, from the 17 to 20 October 2016. The seminar theme is: "Every link is important" Papers will address this theme in conjunction with other contemporary matters on aviation safety investigation, including recent case studies, new investigation methods and aviation safety trends or developments. Registration and details of the main seminar, tutorial and companion programmes are available at www.esasi.eu/isasi-2016. We look forward to seeing you in Iceland Back to Top RSVP by contacting Erin Carroll, DFRC President by September 1 Email: erin.carroll@wnco.com or Telephone: (214) 792-5089 Back to Top Graduate Research Survey Helicopter Pilot Trust in Automation Study My name is Nick Currie and I am a helicopter pilot currently working towards my Masters of Aviation Safety at Florida Institute of Technology. Part of my program requires me to research a topic related to my field of expertise in order to satisfy the requirements of a Master's level thesis. My thesis is focused on the topic of trust in automation. More specifically, how much helicopter pilots trust two types of Enhanced Flight Vision Systems(EFVS): Enhanced Vision Systems (EVS) and Synthetic Vision Systems (SVS). The most common type of EVS technology is Forward Looking Infrared (FLIR), and the most common type of SVS technology is a 3D moving map display. I am interested in gathering responses from any helicopter pilot regarding their trust in each of these system's capabilities. If you have used one, both, or neither of the systems, I am still very interested in gaining your input in this study. Ultimately, by completing this research, I hope to develop a list of recommendations to improve EFVS automation to aid the pilot in accomplishing their primary tasks. The survey (see link below) takes no more than 10 minutes, and it asks a series of 12 questions on each display. Please consider taking a few minutes of your time to help improve this growing field of cockpit automation. Thank you for your time and consideration. Survey Link - https://www.surveygizmo.com/s3/2788023/Enhanced-Flight-Vision- Systems Nick Currie Curt Lewis