Flight Safety Information January 1, 2017 - No. 001 In This Issue Russia says malfunction, not bomb, probably caused deadly crash of military jet Pilatus PC-6 Runway Excursion (Indonesia) Two Pilots Arrested in A Week for Allegedly Flying While Drunk Iranian airliner returns to airport after engine failure US expert says Boeing could take over hunt for MH370 United Airlines/OSHA Settlement In Newark Airport Case May Reduce Injuries For All Baggage Handlers Boiling point: U-2 pilots operate at edge of space FAA changing medical certification for private pilotsNew regulations expected by July RESEARCH STUDY SURVEY Najeeb E. Halaby Graduate Student Fellowship Pilatus PC-6 Runway Excursion (Indonesia) Date: 31-DEC-2016 Time: 07.30 Type: Pilatus PC-6/B2-H4 Turbo Porter Owner/operator: Susi Air Registration: PK-BVM C/n / msn: 975 Fatalities: Fatalities: 0 / Occupants: 1 Other fatalities: 0 Airplane damage: Minor Location: Ilaga Airport (ILA/WABL) - Indonesia Phase: Landing Nature: Cargo Departure airport: Destination airport: Ilaga Airport (ILA/WABL) Narrative: The PC-6 Turbo Porter suffered a runway excursion on landing at Ilaga Airport. https://aviation-safety.net/wikibase/wiki.php?id=192416 Back to Top Two Pilots Arrested in A Week for Allegedly Flying While Drunk Airline passengers in Canada were saved from an incredibly dangerous flight this New Year's Eve, when their intoxicated pilot allegedly passed out in the cockpit before being arrested, according to the Calgary Police Service. Police said the Sunwing Airlines cabin crew notified authorities after they noticed the pilot behaving "oddly" as he boarded the flight bound for Cancun, Mexico. Police later arrested the pilot and charged him with two counts of controlling an aircraft while impaired and controlling an aircraft while intoxicated, police said. Jacqueline Grossman, a spokesman for the airline, told Canada's national news agency, CBC, that the company appreciated the crew's "diligence in handling this very unfortunate matter." "We are very apologetic for any upset that this has caused and would like to assure our customers that safety remains our utmost priority," she said. The aircraft had 99 passengers onboard and six flight crew, including the pilot, police said. The Canadian pilot's arrest Saturday follows another incident earlier in the week that forced to Indonesian airline executives to resign after one of their pilots was suspected of trying to fly a plane while drunk. Citilink President and Director Albert Burhan announced Friday that he and the airline's production director would step down over the controversy. The budget airline is a subsidiary of national flag carrier Garuda Indonesia. Passengers became suspicious when they heard slurred words and unclear announcements from the cockpit. Some passengers filmed the announcement and posted them online, others left the plane and asked for a replacement of the pilot they believed to be either drunk or under the influence of drugs. Citilink assigned a new pilot to fly the Airbus A320 about an hour behind schedule. The flight had 154 passengers but a number reportedly decided to cancel. The flight on Wednesday was heading from Surabaya, Indonesia's second-largest city, to the capital, Jakarta. Aviation is a main mode of travel in the sprawling nation of 17,000 islands, and the incident has raised safety concerns. YouTube footage shows the pilot appearing to stagger through a metal detector at a security checkpoint and security guards picking up items that clattered to the floor as he attempted to pick up his bag. "The pilot had committed serious violation of standard operation procedure that endangered passengers," Burhan said. "We apologize for the discomfort. I have to be responsible for that and therefore I and my production director resign." The airline previously had dismissed reports that the 32-year-old pilot Tekad Purna was drunk, saying initial tests of drug and alcohol were negative. Purna is under investigation for possible drunkenness or drug use. Minister of Transportation Budi Karya has banned him from flying pending the outcome of the investigation. If proven, his license would be revoked. In December last year, three crew members - a pilot and two flight attendants were arrested for allegedly consuming crystal methamphetamine, known locally as shabu-shabu, at a hotel. http://www.nbcnews.com/news/world/two-pilots-arrested-week-allegedly-flying-while-drunk-n701896 Back to Top Iranian airliner returns to airport after engine failure An Iranian passenger plane was forced to return to Tehran's Mehrabad airport on Saturday after one of its two engines failed, Tasnim news agency reported on Saturday, adding that all passengers were safe. Taban Airlines' public relations manager was quoted by ISNA news agency as saying that its McDonnell Douglas MD-80 had turned back "due to technical failure". Iran's airlines have been plagued by accidents, which politicians blame on international sanctions that have prevented the airlines renewing their ageing fleets. Iran signed contracts with Europe's Airbus and American planemaker Boeing in December to purchase around 180 jets, its biggest commercial deals with the West since its 1979 revolution. The first plane will be delivered to Iran in 2017. http://www.reuters.com/article/us-iran-airlines-accident-idUSKBN14K0H Back to Top US expert says Boeing could take over hunt for MH370 A veteran aviation expert said US aircraft manufacturing giant Boeing could take up the search for Malaysia Airlines Flight MH370 after Australia, China and Malaysia call it off in coming weeks. John Goglia, an aviation safety consultant, professor of aviation and former member of the US National Transportation Safety Board, said that with national governments - particularly Malaysia - showing little interest in carrying on an underwater survey operation that has cost $200 million so far, he expected the private sector to step in. "The search will continue, but it will be privately run," Mr Goglia told Popular Mechanics. "It'll be smaller and more focused, but that's probably better," he told the US publication. The Australian-led search for the Boeing 777 in the southern Indian Ocean is due to finish this month, with the remaining vessel operated by the Dutch Fugro marine survey group on its final sweep of the last corner of the 120,000sq km target zone. In a report last month, the Australian Transport Safety Bureau, in conjunction with a panel of international experts and the CSIRO, identified a new, smaller search area further north as the next logical area to look. But the three governments have agreed the search will not be resumed without a precise new lead. "As agreed with the governments of Malaysia and China, if the aircraft is not found in the current search area, the search will be suspended subject to credible new evidence leading to a specific location," Transport Minister Darren Chester told The Australian. As the manufacturer of the Boeing 777, an aircraft model in service around the world, aviation experts have observed it would be in Boeing's interest to establish whether MH370 went down on March 8, 2014, with 239 people on board as a result of a mechanical problem or human intervention. However, an international air crash investigator said the choice for Boeing of whether to fund a continued search for MH370 would be a tricky one in terms of legal liability. "I would be surprised if they made that commitment in this case unless they had some buy-in from their insurance company," the investigator said. A Boeing spokesman declined to comment yesterday. http://www.theaustralian.com.au/business/aviation/us-expert-says-boeing-could-take-over-hunt-for- mh370/news-story/82bda9c2ce4496f01ef0594400957597 Back to Top United Airlines/OSHA Settlement In Newark Airport Case May Reduce Injuries For All Baggage Handlers A United Airlines baggage handler tows a baggage cart at Chicago's O'Hare International Airport. (Tannen Maury. Bloomberg News) The Occupational Safety and Health Administration has reached an agreement with United Airlines that will eliminate a series of hazardous conditions in the carrier's baggage-handling operation at Newark Airport, and could potentially trigger ergonomic improvements for baggage handlers at airports throughout the country. OSHA, a division of the Department of Labor, says this week's agreement settles a lawsuit against United, which also agreed to pay a $7,000 fine. "We've got some ecstatic people here in Newark," said Bill Gula, president of International Association of Machinists Local 914, which represents about 3,000 United employees including about 2,000 baggage handlers. The union worked with OSHA to identify workplace issues and to gather workers to testify in an August hearing. "Strains and muscle issues and tears seem to be common here," Gula said, noting that the remedies United agreed to "are a large undertaking for a company, but we all work here." OSHA said that between 2011 and January 2015, United baggage handlers had filed at least 622 injury reports. OSHA regulations require certain employers including United to report serious occupation injuries and illnesses. "We are pleased that United Airlines has recognized that employers have a responsibility to protect workers from the many hazards that can cause musculoskeletal injuries," said Robert Kulick, OSHA regional administrator in New York, in a prepared statement. "With this agreement, United will take the steps necessary to prevent its employees from suffering unnecessary injuries due to its deficient baggage-handling operation," he said. Although the agreement does not currently apply beyond United's Newark operations, it could be precedent-setting. http://www.forbes.com/sites/tedreed/2016/12/30/united-airlinesosha-settlement-in-newark-airport-case- may-reduce-injuries-for-all-baggage-handlers/#1d8ee5c746f5 Back to Top Boiling point: U-2 pilots operate at edge of space Photo By Staff Sgt. Kenny Holston | A U.S. Air Force U2S Dragon Lady pilot assigned to the 9th Reconnaissance Wing He grips the steering wheel with one hand in anticipation, as if sitting at the starting line of a drag race. In the opposite hand, he clutches a radio that suddenly squawks to life. Out of nowhere, an odd-looking aircraft streaks past the windshield of his all white muscle car. He punches the gas. Bright flashing lights beam from the roof of his car as he launches like a rocket from the edge of the open tarmac reaching nearly 100 mph in mere seconds. While this may sound like a scene from the latest installment of the "Fast and Furious" movie series, it's not. The driver of the hot rod is Maj. Jack, a U-2 pilot assigned to the 9th Reconnaissance Wing at Beale Air Force Base, California. Jack is pursuing a landing U-2S reconnaissance plane. A mild, but noticeable, smell of burning rubber is evident as he puts the car through its paces to catch up the inbound plane. As he races up behind the aircraft, he lifts the radio to his face to communicate with the pilot in the aircraft just above the ground. "The design of the U-2 makes it a hard aircraft to land," Jack said. Most planes have a standard tricycle landing gear configuration, which means the aircraft remains stable and upright when stationary. But the U-2's landing gear is in a bicycle configuration, one wheel behind the other, making landing and taxiing the plane a balancing act. Once on the ground, aircrew members attach pogo wheels, which are comparable to training wheels, under each wing so the plane stays balanced as it taxies. Those same wheels are designed to automatically detach and fall onto the runway during takeoff. One of the big reasons the U-2 is designed this way is to save weight allowing it to easily reach extremely high altitudes. To ensure a safe and accurate landing, Jack operates as a ground-based wingman in a chase car, communicating with the pilot in the cockpit of the plane. Jack lets the pilot know how many feet he is from the ground and which way to direct the aircraft's rudder. Moments later, the U-2 touches down and taxies to a stop. It's another successful landing after descending from 70,000 feet to execute a high-altitude reconnaissance mission. "There's not many jobs where you get to drive a race car and fly airplanes all in the same day," Jack said, grinning. While there are some exciting aspects to being a U-2 pilot, the duty doesn't come without some serious hazards, like flying at altitudes where the pilot's blood would boil without his or her full pressure suit. Earthbound individuals only need be concerned with their blood metaphorically boiling during an argument. For a U-2 pilot, loss of pressure suit integrity makes the possibility of boiling blood a reality on every mission. Boiling blood is just one of the harsh realities of operating at 65,000 feet, nearly 1.5 times the operating altitude of a commercial airliner, and beyond. At this altitude, in a medium between space and earth, called the troposphere, is where U-2 pilots go to work providing vital reconnaissance and global vigilance for U.S. combatant commanders. At the top of the troposphere, the environment is harsh. Temperatures fall well below negative 64 degrees, and the air is extremely thin. These conditions make it a place not suitable for humans without special protective equipment like the pressure suit that U-2 pilots wear. U-2 pilots don a full pressure suit resembling that of an astronaut before strapping into the seat of their U- 2 Dragon Lady aircraft. This iconic yellow suit is what keeps each pilot alive as they climb above Armstrong's Line. "Armstrong's Line is the altitude that produces an atmospheric pressure so low that liquid will boil; this includes blood," said Senior Airman Garrett McNeely, a 9th Physiology Support Squadron aerospace physiology technician. Armstrong's Line is named after retired Maj. Gen. Harry G. Armstrong. The De Smet, South Dakota, native was the surgeon general of the Air Force and founded the Air Force's Department of Space Medicine in 1947 at then-Randolph Field, Texas. Armstrong was the first to define the altitude where humans cannot survive in an unpressurized environment. This deathly environment begins at approximately 60,000 to 62,000 feet where the air pressure decreases to the point that water will boil, even at the normal body temperature. The U-2 pilot's pressurized suit is comprised of four layers. While each layer serves a different intricate purpose in making the suit function correctly, the important thing is those layers, when combined, achieve the ultimate goal; creating a safe atmosphere for the pilot. McNeely and his team are responsible for ensuring U-2 pilots understand the full spectrum of physiological effects on the body when an emergency situation occurs while flying at altitude. To accomplish this task, McNeely and other aerospace physiology techs put pilots in to an altitude chamber where they are able to simulate different altitudes and subject to aircrews to hypoxia symptoms. Hypoxia is another form of suffocation. Air pressure is a function of air density; less air pressure means fewer air molecules by volume. Fewer air molecules in the environment means less oxygen for the body to absorb and the pilot's body and brain need oxygen to function properly. If these symptoms occur while in flight and a pilot doesn't know what to do it can quickly turn into a very bad day, McNeely continued. "Pilots have to experience the symptoms firsthand so they know what it feels like if it were to occur in flight," he said. Some of the symptoms include fatigue, numbness, dizziness and tingling of extremities, among others. By knowing what each of these dangerous symptoms feels like, pilots should be able to take action, while in flight to fix them before becoming completely consumed which can result in incapacitation, McNeely explained. These altitudes, with their inherent dangers, are how far Airmen go in the literal and figurative sense to maintain global vigilance and stay a step ahead of the enemy. The old saying "knowledge is power" couldn't be more relevant when it comes to the core reason for the U-2's existence. Simply put, the U.S. military wants to know what is going on in certain areas of the world to keep America and its allies knowledgeable and safe. Assembled by Lockheed Martin in the 1950s, the U-2 was originally used to fly high-altitude intelligence, surveillance and reconnaissance missions during the Cold War. But the unique recon plane has evolved over the years. Suffice to say, this isn't your granddaddy's U-2 anymore. In 1960, Gary Powers, who worked for the Central Intelligence Agency, was shot down in the U-2 while flying a reconnaissance mission over the Soviet Union. In a way, the ordeal put the recon plane on the map, ultimately leading to the aircraft's progression. This is where the "S" letter, standing for Spy, gets pulled into the fold. While Powers operated the U-2 in more of a spying capacity for the CIA, in what was then believed to be above Soviet air defenses, the "S" is no longer accurate today when speaking about operations involving the U-2. "Airmen who pilot the aircraft conduct legal operations over international airspace," Jack said. The all black aircraft is 63 feet long with a wingspan of 103 feet. It flies at speeds of more than 400 mph and has a range of 7,000 miles. Pilots are able to conduct 10 to 12 hour missions. Currently, the Air Force has 33 of the airframes, which primarily operate out of Beale AFB. The aircraft also has the capability to carry 4,000 pounds of equipment, which makes it possible to assemble powerful sensors on the airframe. These sensors allow pilots the ability to capture more in-depth imagery as they conduct reconnaissance and surveillance from different corners of the world. In a short period of time, a U-2 pilot flying at 70,000 feet can gather intelligence about a target in Afghanistan for a Marine unit on the ground by using the aircraft's high-powered sensors. Once collected, the pilot can transmit the images to an undisclosed location where it is assessed and given to the Marines on the ground, making it possible for them to effectively execute their mission, explained Maj. Jonathan, U-2S pilot assigned to the 9th RW. The information given to units operating in a contested environment could possibly save the lives of service members and civilians who may be in the area. "In God we trust, all others we monitor." This phrase coined by U-2 pilots unpacks the idea that 24 hours a day, 365 days a year there is a U-2 airborne somewhere in the world, Jonathan explained. Global vigilance is amongst the highest priorities for top military officials as terror groups continue to wreck havoc in different parts of the world. A recent CBS News website headline read, "Obama: ISIS is 'cancer that has grown for too long.'" So how does the U.S. military stop the spread of said cancer? Many believe an integral piece to the puzzle is reconnaissance. This is part of what has kept the U-2 in commission for so many years. It's no secret terrorist groups like the Islamic State of Iraq and the Levant continue to bring about uncertainty and surprise in many situations. As the U.S. military continues to battle terrorist groups, like ISIL, it is necessary to have as much intelligence as possible to be successful in these endeavors. That's where the U-2S Dragon Lady comes in, explained U-2 pilots assigned to the 9th RW. The U-2S is used to support strategic, reconnaissance and tactical missions, which are aligned with the contingency operations that U.S. is involved in. "We are flying in permissive environments for countries who have asked us to be there," said Jonathan. This sort of strategic flying allows U-2 pilots to work efficiently and quickly at anytime, anywhere. "The great thing about high-altitude reconnaissance is that we can cover a huge area in a short period of time," Jonathan said. "So when we are looking at developing patterns of life and the laydown of an enemy order of battle we are able to do it relatively quickly with the U-2." The U-2 program is a unique one with less than 1,000 pilots operating the aircraft during the lifespan of the distinctive program. Though there are newer unmanned reconnaissance aircraft like the RQ-4 Global Hawk in the Air Force's arsenal, the U-2 and the pilots who fly her are an integral part of the recon mission as the U.S. military continues to combat the global war on terror and provide allies aid in different parts of the world. https://www.dvidshub.net/news/219172/boiling-point-u-2-pilots-operate-edge-space Back to Top FAA changing medical certification for private pilotsNew regulations expected by July CHESTERFIELD - Legislation pushed by Rep. Todd Rokita to change the medical certification for pilots is awaiting new regulations by the Federal Aviation Administration. Rokita, R-4th District, was at the Anderson Municipal Airport on Wednesday to discuss the proposed changes with the local Experimental Aircraft Association. The change to the Third Class Medical Certification will save pilots up to $150 per year by allowing them to have a form signed by a family doctor once every four years. He first introduced the legislation in 2014. It was opposed by the airline pilots union, but the bill was passed and signed into law by President Barack Obama in July. Rokita said the Federal Aviation Administration (FAA) is required by law to have the new regulations in place by July 15, 2017, and he expects the new form for doctors to sign to be unveiled in January for public comment. Larry Miller, a Yorktown pilot, said the medical certification change covers aircraft weighing less than 6,000 pounds, allows up to five passengers and the pilot, and to an altitude of 18,000 feet. "It's for private, not for hire, planes," Miller said. "It is for pilots flying for pleasure. You have to be found medically fit to fly by a family doctor once every four years." Rokita said initial resistance to the change focused on allowing a pilot to fly without a medical certificate. "I told him we allow people to drive a 6,000-pound SUV down I-69 and we don't know their medical condition," he said. Rokita said the previous effort hit a "nail in the coffin" with the airline pilots union opposed the changes in 2014. "It was unheard of for them to come out against a regulatory reform," he said. Rokita said the current Congress passed a bill in the House and some changes were made in the Senate before it was signed by President Obama. The legislation grandfathers in any pilot that received a Third Class Medical Certification in the past decade. "A major question is if you family doctor is not an aviator, will they sign the FAA form?" Rokita said. "There will be a new list of parameters for doctors to follow; they will be different from the current parameters." He said the new rules and forms will be crucial to the change in the medical certification licensing. "In theory, it could become worse if some doctors won't sign the form," Rokita said. http://www.heraldbulletin.com/news/local_news/faa-changing-medical-certification-for-private- pilots/article_fd6bd26f-4f1e-5024-9cb9-ed7ae052184f.html Back to Top RESEARCH STUDY SURVEY Hello, I'm Dr. Tim Holt and I'm currently the Program Chair for Aeronautics and an Associate Professor with Embry-Riddle Aeronautical University in Prescott, AZ. In this position I'm responsible for faculty, curriculum, course updates, course alignment, etc... Furthermore, I teach undergraduate courses in aeronautics, safety, unmanned systems, and airport management for the Bachelor of Science in Aeronautics program. To this day, there are no reported statistics of general aviation pilots that have survived hypoxia during normal flight operations. More often than not there are tales of pilots getting themselves into a hypoxic situation and not surviving; rarely do people hear of those that survive. This leaves the aviation community unsure of the common circumstances that these pilots find themselves that create a hypoxic state, as well as whether or not that reported the occurrence to the proper establishments. The data collected from this survey issued to general aviation pilots, will hopefully give insight as to how best to prevent these occurrences from happening, as well as promote a healthy safety culture to report these events. It is with this in mind that we decided to embark on this research study. This survey is completely anonymous and individual responses will not be recorded. It should only take 5- 10 minutes to complete. The link to the survey will provide you the Informed Consent and contact information of the researchers involved in the study. Thank you in advance, it's truly appreciated. https://www.surveymonkey.com/r/GAHYPOXIA Back to Top Najeeb E. Halaby Graduate Student Fellowship The Najeeb E. Halaby Graduate Student Fellowship was established by the National Center for Atmospheric Research (NCAR) to shape the next generation of aviation researchers, honoring the late Najeeb Elias Halaby, an eminent aviator and administrator, for his vision and more than five decades of extraordinary contributions to aviation (http://www.ral.ucar.edu/halabyfellowship.pdf). The Fellowship The recipient of a Najeeb E. Halaby Graduate Student Fellowship will spend three months (in 2017 or early 2018) in residence with NCAR's Aviation Weather Research Program, which Mr. Halaby was instrumental in establishing in the 1980s. As the nation's leader in addressing aviation weather research, NCAR plays a unique role in meeting user needs by transferring research results to operations through its Research Application Laboratory (http://www.ral.ucar.edu/). The Fellow will conduct research broadly aimed at improving the integration of weather into decision support tools for enhanced mitigation of weather sensitivities (e.g., weather impact avoidance) and management of air traffic. The Fellowship will provide: * a monthly stipend for three months, including temporary living expenses * round-trip travel expenses to and from Boulder, CO * travel to a conference to present results * page charges for one publication of key results Eligibility and Application The Halaby Fellowship targets graduate students (late Masters or early PhD level) enrolled in an aviation- relevant department or program of a domestic or international university. Interested candidates should have advanced research skills, far-reaching vision, and dedication to get things accomplished. Consideration for this Fellowship will be given to candidates based on the following submitted material: * Curriculum vitae * Proposal (maximum five pages) presenting the research to be conducted at NCAR, the anticipated outcome of that, and how the proposed effort ties into the candidate's ongoing graduate research project(s) * Contact information for three references (one of which should be the student's primary advisor) NCAR will accept applications for the Halaby Fellowship each year. Email Applications by February 28, 2017 to halabyfellowship@ucar.edu Curt Lewis