Flight Safety Information March 13, 2017 - No. 052 Incident: Emirates A388 at Manchester on Mar 12th 2017 Incident: KLM B744 at Beijing on Mar 11th 2017 Cessna 208B Caravan Landing Accident (Hawaii) Commercial airlines' safety performance improves globally: IATA Fatal aviation accidents rise in 2016: IATA Air India plane loses contact with ATC over Hungary De-icing truck collides with Alaska Airlines aircraft at Boston airport Citywing goes into liquidation following aircraft safety failures Report: Pilot error caused fatal Atigun Pass plane crash Melbourne man fined for crashing drone into Eureka Tower Over and out? Pilot shortage threatens small airports Airline pilot jailed for being drunk INSIDE WASHINGTON: Push to avert plane battery fires stalls Drones 101: An FAQ on FAA registrations and more Hawaiian Airlines looks to Asia, US East Coast for growth Turkey is interested in buying Russia's MS-21 aircraft Why airlines need more female pilots to take to the skies Civil Air Patrol trains future pilots, engineers, military officers FAA approves new airworthiness certificate for B-29 Doc New Wide-Body Airbus Jet Lands in Tehran Embraer on cloud nine about private jet outlook NASA finds long-lost Indian lunar orbiter Cygnus cargo spacecraft to ISS dedicated to John Glenn; gets delayed until March 21 Position: Loss Control Consultant Incident: Emirates A388 at Manchester on Mar 12th 2017, could not retract landing gear An Emirates Airbus A380-800, registration A6-EEB performing flight EK-18 from Manchester,EN (UK) to Dubai (United Arab Emirates), was climbing out of Manchester's runway 23R when the crew could not retract the landing gear, stopped the climb at FL090 and entered a hold before deciding to divert to London Heathrow,EN (UK), where the aircraft landed safely on runway 27L about 90 minutes after departure. A6-EEB seen on departure from Manchester (Photo: Chris Ogilviež): http://avherald.com/h?article=4a61933f&opt=0 Back to Top Incident: KLM B744 at Beijing on Mar 11th 2017, rejected takeoff due to engine failure A KLM Boeing 747-400, registration PH-BFV performing flight KL-898 from Beijing (China) to Amsterdam (Netherlands), was accelerating for takeoff from Beijing's runway 36R when the #1 engine (CF6, outboard left hand) emitted a loud bang and streaks of flame prompting the crew to reject takeoff at low speed. The aircraft slowed safely and stopped on the runway about 1200 meters/4000 feet down the runway. Emergency services responded. PH-BFV being inspected by emergency services (Photo: Jaws300): http://avherald.com/h?article=4a60d1c6&opt=0 Back to Top Cessna 208B Caravan Landing Accident (Hawaii) Status: Preliminary Date: Saturday 11 March 2017 Time: 08:30 Type: Cessna 208B Grand Caravan Operator: Makani Kai Air Registration: N865MA C/n / msn: 208B-0996 First flight: 2002 Engines: 1 Pratt & Whitney Canada PT6A-114A Crew: Fatalities: 0 / Occupants: Passengers: Fatalities: 0 / Occupants: Total: Fatalities: 0 / Occupants: 9 Airplane damage: Substantial Location: Kalaupapa Airport, HI (LUP) ( United States of America) Phase: Landing (LDG) Nature: Domestic Scheduled Passenger Departure airport: Honolulu International Airport, HI (HNL/PHNL), United States of America Destination airport: Kalaupapa Airport, HI (LUP/PHLU), United States of America Narrative: A Cessna 208B Grand Caravan operated by Makani Kai Air sustained substantial damage in a landing accident at Kalaupapa Airport, Hawaii. The aircraft came to rest on the right side of the runway. The nose landing gear had collapsed and the right hand wing tip was bent. According to a statement by the airline's owner, the pilot had to swerve off the runway to avoid a collision with a smaller aircraft that was on the runway. Kalaupapa Airport is an uncontrolled (nontowered) airport so the pilots use a common frequency to state their intentions. According to Makani Kai Air a pilot at Kalaupapa Airport reported he was clear of the runway. Upon landing a small plane was coming towards the Cessna 208, forcing an evasive action. https://aviation-safety.net/database/record.php?id=20170311-0 Back to Top Commercial airlines' safety performance improves globally: IATA Flags featuring the IATA logo fly above the venue of a symposium in Dublin, Ireland, on June 2, 2016. In 2016, nearly 3.8bn travellers flew safely on 40.4mn flights, IATA says. The commercial airline industry's all accident rate (measured in accidents per 1mn flights) was 1.61, an improvement from 1.79 in 2015, IATA's 2016 safety performance shows. In 2016, nearly 3.8bn travellers flew safely on 40.4mn flights, the International Air Transport Association said. The 2016 major jet accident rate (measured in hull losses per 1mn flights) was 0.39, which was the equivalent of one major accident for every 2.56 million flights. This was not as good as the rate of 0.32 achieved in 2015 and was also above the five-year rate (2011-2015) of 0.36, IATA said. There were 10 fatal accidents with 268 fatalities. This compares with an average of 13.4 fatal accidents and 371 fatalities per year in the previous five-year period (2011-2015). The 2016 jet hull loss rate for IATA member airlines was 0.35 (one accident for every 2.86mn flights). While this outperformed the global hull loss rate, it was a step back from the 0.22 accidents per million flights achieved by IATA members in 2015. IATA's director-general and CEO Alexandre de Juniac said, "Last year some 3.8bn travellers flew safely on 40.4mn flights. The number of total accidents, fatal accidents and fatalities all declined versus the five- year average, showing that aviation continues to become safer. We did take a step back on some key parameters from the exceptional performance of 2015; however, flying is still the safest form of long distance travel. And safety remains the top priority of all involved in aviation. "The goal is for every flight to depart and arrive without incident. And every accident redoubles our efforts to achieve that." The world turboprop hull loss rate improved to 1.15 hull losses per million flights in 2016 compared to 1.18 in 2015 and the five-year rate (2011-2015) of 2.84. All regions except the Commonwealth of Independent States (CIS) saw their turboprop safety performance improve in 2016 when compared to their respective five-year rates. In 2016, the accident rate for IATA Operational Safety Audit (IOSA) members was nearly twice as good as for non-IOSA airlines (1.25 vs. 2.36) and it was more than three times better over the previous five years. IOSA has created a standard that is comparable on a world-wide basis, enabling and maximising joint use of audit reports. All IATA members are required to maintain their IOSA Registration. As stakeholders work to address the primary causes of accidents, it is important that the industry dedicates resources to areas that data show will have the biggest impact in reducing the risks of an accident, IATA said. In 2016, efforts continued to reduce operational risk, with the focus on loss of control in flight (LOC-I), controlled flight into terrain (CFIT) and runway excursions (RE), it said. http://www.gulf-times.com/story/537177/Commercial-airlines-safety-performance-improves-gl Back to Top Fatal aviation accidents rise in 2016: IATA FILE PHOTO: A rescue worker sits near the wreckage of a plane that crashed into the Colombian jungle with Brazilian soccer team Chapecoense onboard near Medellin, Colombia, November 29, 2016 REUTERS/Jaime Saldarriaga The number of air accidents declined further in 2016, but more of them resulted in fatalities than in the previous year, the International Air Transport Association (IATA) said on Friday. Some 65 accidents occurred last year, compared with 68 in 2015 and an annual average of 81 over the last five years, according to IATA's latest annual report on aviation safety. Of 2016's accidents, 10 were fatal, versus four a year earlier. "We did take a step back on some key parameters from the exceptional performance of 2015; however, flying is still the safest form of long distance travel," Alexandre de Juniac, IATA's director general and chief executive, said in a statement. The accidents covered by the report killed 268 people, up from 136 in 2016 but below the five-year average of 371, according to IATA, which represents some 265 airlines or 83 percent of the world's total air traffic. Among others, a plane crash in Colombia blamed on human error killed 71 people in November, including most of Brazil's Chapecoense soccer team. An Egyptair flight crashed en route from Paris to Cairo in May, killing all 66 people on board. IATA said the 2016 global jet accident rate, measured in hull losses per 1 million flights, was 0.39, compared with 0.32 in 2015 and 0.36 in the previous five years. http://www.reuters.com/article/us-aviation-safety-iata-idUSKBN16H1U6 Back to Top Air India plane loses contact with ATC over Hungary, escorted to safety by fighter jets Meanwhile, the flight has landed safely with all passengers and crew safe. Air India flight, AI 171 missing, Air india flight missing, Air India flight Hungary, AI flight Hingary A Hungarian fighter jet was deployed subsequently to ensure safety of the passengers on board. A London-bound Air India flight AI-171 from Ahmedabad had lost contact with Air Traffic Control flying over Hungarian air space on Friday. A Hungarian fighter jet was deployed subsequently to ensure safety of the aircraft with at least 231 passengers and 18 crew members on board. An Air India spokesperson said that it had lost contact due to frequency fluctuation. The flight, which departed from Sardar Vallabhai International Airport, landed safely at London's Heathrow airport with all passengers and crew safe, the spokesperson added. Air India has already started a probe into the incident. This is the second such reported incident of an Indian aircraft losing contact with the ATC in the European airspace in a month's time. On February 16, Jet Airways flight Jet Airways flight 9W-118 from Mumbai had lost communication with the Germany's ATC on its way to Heathrow airport in London, forcing the German Air Force to scramble two fighter jets after it. http://indianexpress.com/article/india/air-india-flight-ai-171-loses-contact-with-atc-over-hungarian-air- space-fighter-jets-deployed-to-ensure-safety/ Back to Top De-icing truck collides with Alaska Airlines aircraft at Boston airport, 1 injured PHOTO: A de-icing truck came in contact with an Alaska Airlines aircraft at Bostons Logan International Airport on March 10, 2017. Matt Mazzarella A de-icing truck came in contact with an Alaska Airlines aircraft at Boston''s Logan International Airport on March 10, 2017. A de-icing truck tipped over after colliding with an Alaska Airlines aircraft at Boston's Logan International Airport Friday night, injuring the worker in the truck's basket, officials said. The truck came in contact with the San Diego-bound Boeing 737 aircraft on the tarmac around 7 p.m., according to Massport, the authority which operates the airport. Alaska Airlines Flight 769 had just pushed back from the gate for departure and was being de-iced when the truck came in contact with the left wing of the aircraft, reported ABC affiliate KOMO in Seattle, where the airline is based. The truck tipped over, injuring the worker, who was transported to a nearby hospital. There were no injuries reported on the aircraft http://abcnews.go.com/US/de-icing-truck-collides-alaska-airlines-aircraft-boston/story?id=46064288 Back to Top Citywing goes into liquidation following aircraft safety failures Flight operator Citywing has gone into liquidation following Czech aircraft company Van Air's licensing being dropped. In a statement, directors said that due to being unable to find suitable aircraft to fulfil contracts it was 'commercially unsustainable'. Passengers who were booked on flights across the UK and from the Isle of Man have been asked not to turn up at airports for booked flights, as there will be no one to assist. Cardiff to Anglesey flights have been taken over by a new operator and will therefore still operate. A liquidator will be appointed and advice is due to be published from today on the Civil Aviation Authorities web page. Van Air's licence was lost after a flight from the Isle of Man bound for Belfast City was called back by regulators. Citywing flights have all been cancelled, except for Cardiff to Anglesey which have been taken over by a new operator. Credit: citywing.com As a result of Van Air losing their route licenses on Friday 24 th February 2017, the company has found it difficult to source suitable viable aircraft to fulfil our contracts. The company has tried to offer a service whilst suffering considerable losses but these have proved unfortunately to be commercially unsustainable. It is therefore with much sadness and deep regret that the Directors of Citywing Aviation Services Limited have had to take the difficult decision to close the company today and put the company into liquidation. This decision has not been taken lightly and has been made to protect creditors. - CITYWING DIRECTORS' STATEMENT http://www.itv.com/news/granada/2017-03-13/citywing-goes-into-liquidation-following-aircraft-safety- failures/ Back to Top Report: Pilot error caused fatal Atigun Pass plane crash -- but FAA shares blame Federal investigators say a pilot who gave conflicting reasons for slamming into mountainous Alaska terrain in 2014 was likely to blame for the crash that led to the death of one passenger and serious injuries for others. But in determining probable cause, the National Transportation Safety Board on Wednesday also blamed another agency, the Federal Aviation Administration, for contributing to the accident. The FAA had issued an operator's certificate to pilot Forest Kirst despite a history of accidents and mistakes. Kirst crashed near Atigun Pass on Aug. 24, 2014. The owner of Kirst Aviation in Fairbanks, he flew the four-seat Ryan Navion A so low during a flightseeing tour that he couldn't climb fast enough to reach the Brooks Range crossing, the report said. The plane was severely damaged. Kirst, 57 at the time, suffered serious injuries, along with three passengers from New Brunswick, Canada, according to news reports of the crash. Darrel Spencer, 66, rode in the front seat beside the pilot. Spencer later died from his injuries. "This low altitude flying resulted in the airplane reaching the area of the pass, being boxed in by the surrounding terrain, and not having enough energy or performance to climb up and cross over the pass as the terrain at that point was rising faster than the airplane could climb," the safety board's final report said on Wednesday. "Examination of weight and balance information indicated that the pilot had taken off with the airplane loaded over maximum gross weight and that the airplane was near its maximum gross weight when the accident occurred," the report said. "The pilot's decision to operate the airplane near its maximum gross weight likely contributed to the accident because it reduced the margin of power available for climb." Kirst provided different reasons for the accident that did not hold up against evidence, according to the report. Investigators found no indication that a serious downdraft hit the plane, causing the plane to lose altitude, as Kirst initially reported. Also, the front-seat passenger did not slump onto the flight controls after taking a motion sickness drug, as Kirst said two weeks after the accident, according to the report. Evidence showed a propeller blade did not tear off in flight - an assertion made by Kirst two months after the crash, the report said. Instead, it ripped away during impact, as indicated by information such as the large amount of grease that remained in the propeller hub. The grease was not thrown out in a centrifugal pattern, as it would have been if the blade had torn away during flight. The safety board found no evidence of "pre-impact mechanical malfunctions or anomalies" that would have hindered the plane's normal operation. https://www.adn.com/alaska-news/aviation/2017/03/11/report-pilot-error-caused-fatal-atigun-pass- plane-crash-but-faa-shares-blame/ Back to Top Melbourne man fined for crashing drone into Eureka Tower A MELBOURNE man has copped a fine of more than $1000 after crashing his drone into Eureka Tower. The incident happened in January after the man lost sight of the drone over Southbank. The man was fined $1080 for operating the aircraft over a populous area at an unsafe height. Fines are mounting against drone operators as the Civil Aviation Safety Authority struggles to police the exploding industry. Another man was fined close to $2000 in Western Australia after crashing his drone and starting a bushfire on farmland. The commercial operator was found to have created a hazard to property in the incident in January, resulting in two fines of $900 each. It was the fourth fine issued this year by the Civil Aviation Safety Authority which is battling to enforce the responsible operation of drones in Australia, as a Senate Inquiry examines their use and regulation. CASA spokesman Peter Gibson said it was challenging to police such a rapidly growing industry but he believed they were staying on top of it. "There's been a huge increase in (drone) numbers over the last couple of years; the number of commercial operators are pretty much doubling every year and no-one knows exactly how many recreational drones there are but it would be in the tens of thousands," Mr Gibson said. "The good news is we do get complaints and they are increasing but they're not skyrocketing, it's not running out of control. When we do get evidence of a breach of the rules we do investigate." He said an app being released by CASA later this year would help users identify whether they were operating their drone legally. "If you're in restricted airspace, too close to an airport on in a flight path, the app will let you know, and that should make it a lot easier for people to do the right thing," said Mr Gibson. "Part of the app will have the rules in it as well, so it'll be an easy way to check." Drones' uses are almost infinite - technical officer Rhys Clarke demonstrates a survey drone for the Legacy Mine site. Pictured: News Corp Australia. Different laws apply to recreational users as opposed to commercial users and there is much debate over how permissive the regulations should be. Associate Professor KC Wong from the University of Sydney's School of Aerospace, said strictly speaking they were not allowed to operate drones on campus because it was within three nautical miles of the airport. "I'm just hoping that this (Senate) inquiry is not going to hinder development in this domain because we are global leaders in this technology and its application," said Professor Wong. "There is a great future for this technology as an industry, there are so many applications which are waiting for the right legislation to be in place." He said there was even work being done on a humanitarian relief drone that could deliver food packages, and then be burnt for fuel. To date, the Senate Inquiry has received 78 submissions on drone use and regulation from organisations ranging from Telstra and Dominos to the Australian Airports Association and Australian Airline Pilots Association. The first public hearing will be held on Thursday (March 16) in the southern Queensland town of Dalby. http://www.dailytelegraph.com.au/news/melbourne-man-fined-for-crashing-drone-into-eureka- tower/news-story/0d818ed40ad339e4e9091e4bc2d7c9a7 Back to Top Over and out? Pilot shortage threatens small airports Others say the problem outstate is economic. The Boutique Air 3:30 p.m flight to Thief River Falls taxied past Delta aircraft to the runway at MSP. Thief River Falls has enjoyed commercial air service since the early 1950s, and many airlines have come and gone over the years. All fell victim to the harsh economics of the airline business. Now, a small, federally subsidized airline called Boutique Air, which began service last year, offers 18 round-trip flights every week to the Minneapolis-St. Paul International Airport. "It's been excellent," declared Thief River Falls Mayor Brian Holmer last week. "Our airport has really turned around." But another economic headwind is threatening air service at regional airports throughout the state and across the country - a national shortage of airline pilots. Some 14,200 pilots are expected to retire from the four biggest U.S. airlines by 2022, and fewer young pilots are entering the profession to fill the void, according the Regional Air Service Alliance (RASA). With too few pilots to fly the aircraft, and with airlines curtailing use of planes with 50 seats or fewer that typically serve smaller markets, the future of regional air service appears challenged. First officer Joshua Williams checked passengers boarding passes before the flight to Thief River Falls. GLEN STUBBE, STAR TRIBUNE First officer Joshua Williams checked passengers boarding passes before the flight to Thief River Falls. Only nine airports in Minnesota offer airline service, but even that capacity means "the community can access the world," said Cassandra Isackson, director of aeronautics at the Minnesota Department of Transportation. "It's also a way for the world to access that community." While some communities like Thief River Falls are thriving due to niche services like Boutique Air, which flies eight-seat Swiss-made Pilatus PC-12 aircraft, other areas struggle to attract and retain airline service. "If a community or a region doesn't have air service, it's not considered for economic development, a plant relocation or even a plant location," said William Swelbar, RASA's executive director and a research engineer at the Massachusetts Institute of Technology. The stakes are high: The U.S. airline industry drives $1.6 trillion in economic activity annually, about 5 percent of the nation's gross domestic product, according to the Federal Aviation Administration. Brian Ryks, executive director/CEO of the Metropolitan Airports Commission, says big hubs like MSP benefit from thriving smaller airports because outstate passengers can connect to domestic and international flights. Almost 72,000 airplane seats a week feed into MSP nonstop from small communities, making the airport eighth in the nation by this measure. Ryks, who ran both the Duluth and St. Cloud airports earlier in his career, is familiar with the challenges facing smaller communities. "I would lose a lot of sleep just trying to retain air service we had, and expanding it takes a tremendous amount of effort," he said. "When you have air service, you try to encourage people to use it, because if they don't, you lose it." Shortage or not? Richard Anderson, retired chief executive of Delta Air Lines, said in a February speech at the Economic Club of Minnesota that airlines are facing an "acute pilot shortage. There's a big demographic hole in our pilot base." After the Sept. 11 terror attacks, airline service was cut back and the Great Recession also hampered pilot recruitment. "The pilot shortage severely affects smaller regional airlines, where many pilots begin their careers and [where] you're paid less than the majors," said Kent Lovelace, a professor and director of aviation industry relations in the University of North Dakota. Until 2014, annual pay for new first officers was about $25,000 at regional airlines, but Lovelace said compensation at the regionals has improved in recent years to around $60,000 a year with bonuses. "It's too early to tell whether that will generate more interest" in the profession, he said. The average cost for a student's flight training at UND, a nationally known aviation program, is about $64,000 (not including room and board and tuition), which results in serious student loan debt for budding pilots. For millennials considering aviation as a career, quality-of-life issues resonate, too. Airline pilots live out of a suitcase at work and often have erratic schedules. Joe Hedrick, manager of the Thief River Falls airport, says he gave up studies to become an airline pilot. "I learned about the starting salary, and having to sleep in dingy hotel rooms and crash pads. None of that seemed attractive to me." Structural changes First officer Joshua Williams checked passengers boarding passes before the flight to Thief River Falls. GLEN STUBBE, STAR TRIBUNE First officer Joshua Williams checked passengers boarding passes before the flight to Thief River Falls. But Anderson says the real reason regional airports don't succeed is because of simple economics. The Air Line Pilots Association (ALPA), the union representing pilots, says business decisions by the airlines affect service at regional airports - not a shortage of pilots. "We don't see a correlation between the two," said Capt. Paul Ryder, ALPA resource coordinator. Ryder said regional airlines that offer competitive pay and benefits, work-life balance and "career progression" are hiring pilots. "The pilots are out there," he said. Others claim that regulations are choking the pilot pipeline - a charge the pilots' union rejects. Beginning in August 2013, the FAA required airline pilots (with some exceptions) to have a minimum of 1,500 flight hours in the cockpit before being hired as a first officer - up from 250 hours. The change followed the 2009 crash of a Colgan Air regional jet near Buffalo, N.Y., that killed 50 people. The new regulations had "the effect of constricting and elongating the supply 'pipeline' of much-needed airline pilots," according to Flightpath Economics, a Colorado consulting firm. At the time, Great Lakes Airlines served Thief River Falls, but it "lost a lot of pilots, and became very unreliable for us," Hedrick said, noting the airline stopped flying there for eight months in 2014. That year, just 734 passengers flew to and from the airport; nearly 10 times that many did so last year. (Figures from 2016 include service provided by both Boutique Air and Great Lakes.) Last week, Digi-Key Electronics, which now employs about 3,200 people in Thief River Falls, announced that it was considering a $200 million expansion there that would create 1,000 jobs. "Having air service here makes it easier for their vendors, suppliers and employees," Hedrick said. The Boutique Air 3:30 p.m flight to Thief River Falls lifted off. The Boutique Air 3:30 p.m flight to Thief River Falls lifted off. Thief River Falls, Bemidji, Brainerd, Chisholm/Hibbing and International Falls are eligible for subsidies under the U.S. Department of Transportation's Essential Air Service program, which was enacted following deregulation of the airline industry in 1978 to preserve service to smaller communities. But there's talk that the Trump administration will eliminate most federal airport subsidies, including the Essential Air Service program. The fate of the program is "political fodder," Swelbar said. "Everyone knows you're just one tweet away from a change. I'm hearing mixed messages from Washington about the program going forward." http://www.startribune.com/over-and-out-pilot-shortage-threatens-small-airports/415957324/ Back to Top Airline pilot jailed for being drunk Carlos Licona was due to be first officer on the flight A pilot has been jailed for 10 months for attempting to board a flight from Glasgow to America while drunk. Carlos Roberto Licona, 45, was due to serve as First Officer on the United Airlines flight to Newark, New Jersey, on Saturday 27 August last year. But he was taken off the plane after security staff smelled alcohol on his breath when he entered the airport. Breath tests revealed he had more than seven times the allowed limit of alcohol in his system. The co-pilot, from Texas, admitted his guilt over the offence when he appeared at Paisley Sheriff Court and was jailed by Sheriff David Pender. The sheriff said he had reduced the sentence from 15 months because of his guilty plea. The Boeing 757 flight from Glasgow Airport was grounded for more than nine hours after the pilot was removed. Blood tests The court was told alarms sounded when he and his fellow pilots passed through body scanner security checks ahead of the early-morning flight. Security staff became suspicious of the smell of alcohol from Licona and contacted airport police. Officers took Licona off the flight - in front of 72 of the 144 passengers who had already taken their seats. He was breath-tested and gave a reading of 63microgrammes of alcohol in 100ml of breath - seven-times the 9mcg drink-fly limit. Licona told the Police Scotland officers at the time: "I had a few beers with lunch yesterday with the rest of the crew and a few with dinner." However, it emerged that he and a colleague sat up drinking while the rest of the United Airlines workers went to bed - in breach of the airline's rules on drinking before flying. A blood sample taken hours after he was removed from the flight showed he was still more than twice the 20mcg blood alcohol level. Alcohol dependency Licona admitted breaking Section 93(1)(b) of the Railways and Transport Safety Act 2003 by having had 48mcg of alcohol in 100ml of blood while he "did perform an activity ancillary to an aviation function". The pilot's defence lawyer, Gordon Jackson QC, said Licona was a family man with a military background prior to becoming a pilot. He said Licona had battled a drink problem for many years and had sought treatment since being arrested. The lawyer said Licona was suspended by his United Airlines and was not being paid - but had not lost his job. He asked the sheriff to spare Licona jail and allow him to finish his alcohol treatment programme. The sheriff said Licona had taken no steps to deal with his alcohol dependency before his arrest. He ruled that a prison sentence was the only way he could deal with him. A spokesman for United Airlines said: "We hold all of our employees to the highest standards. This pilot was immediately removed from service and his flying duties in August 2016." http://www.bbc.com/news/uk-scotland-39232447 Back to Top INSIDE WASHINGTON: Push to avert plane battery fires stalls In this Feb. 8, 2006 file photo, firefighters battle a blaze onboard a UPS cargo plane at Philadelphia International Airport in Philadelphia. The International Civil Aviation Organization, a U.N. agency that sets global aviation safety standards, decided last year to ban shipments of lithium ion batteries on international passenger flights and require that the batteries be no more than 30 percent charged on cargo flights. As a result, countries around the world have been adopting the new international safety standard for their domestic flights as well. The United States is a notable exception. (AP Photo/Joseph Kaczmarek, File) WASHINGTON (AP) - A year ago, the U.S. government was campaigning for an international ban on shipments of rechargeable batteries on passenger planes because the batteries can self-ignite, creating intense fires capable of destroying an airliner. "The risk is immediate and urgent," Angela Stubblefield, a U.S. aviation official, declared then. Today, that urgency has evaporated as safety regulations stall under President Donald Trump's push to ease what he sees as red tape holding back the U.S. economy. The International Civil Aviation Organization, a U.N. agency that sets global aviation safety standards, decided last year to ban bulk shipments of lithium-ion batteries on international passenger flights. On cargo flights, the batteries can be charged to no more than 30 percent, a level that may reduce the likelihood of fires. As a result, countries around the world have been adopting the new international standard for domestic flights as well. The Obama administration also looked to do so, submitting rules for publication that makes them binding. But after Trump took office on Jan. 20, he signed an executive order freezing the publication of new regulations. That means airlines and cargo operators remain free to ignore the standard for domestic flights. The Obama administration had considered the change so urgent that it was fast-tracked in the rulemaking process. Trump's executive order says urgent safety rules can be exempted from the freeze, but the new administration isn't invoking that exemption for battery shipments. "This is part of our ongoing regulatory review," the Transportation Department said in a statement. "The safe movement of hazardous materials remains a priority. We will provide updates as soon as decisions are made with regard to these and other issues at hand." No time frame was provided. Rechargeable batteries are used in consumer products ranging from cellphones and laptops to electric cars. Manufacturers like them because they pack more energy into smaller packages, but the batteries can self-ignite if they have a manufacturing flaw, are damaged, exposed to excessive heat, overcharged or packed too closely together. The fires can burn up to 1,100 degrees Fahrenheit, close to the melting point of the aluminum used in aircraft construction. Since 2006, three cargo jets have been destroyed and four pilots killed by in-flight fires that accident investigators say were either started by batteries or made more severe by their proximity. Most passenger carriers and some cargo operators are voluntarily abiding by the international standard for their domestic operations for the time being. Trade associations for the U.S. and international airline industries say they support extending the standard to domestic flights. But lobbyists for the battery industry, which opposed the international standard when it was adopted last year, are urging administration officials to make changes that would allow certain batteries to continue to be shipped on passenger flights. The ICAO standard already allows for limited exemptions, but lobbyists are asking for blanket exemptions for medical-device batteries and shipments to remote locations and other changes. The position of U.S. negotiators last year was that medical-device batteries were no less dangerous than other kinds. Extending the international ban to domestic flights is "a matter of life and death," said Rep. Peter DeFazio, D-Ore., the House transportation committee's senior Democrat and an advocate of banning air shipments of batteries. "If we don't start following the ICAO guidelines and stop stuffing giant boxes of lithium batteries that are fully charged into passenger aircraft, sooner or later we're going to kill a lot of people," he said. "When something is this critical that it will take down an airplane, voluntary compliance with a non-existent rule is not adequate." But Bob Richard, a battery industry lobbyist, said people living in the Alaskan outback, for example, might not be able to receive batteries for their backup heaters or emergency beacons if the international standard is extended to domestic flights. Under Trump, "regulators are going to be held more accountable for understanding the impacts of their rules," Richard said. "I think that will cause agencies to take a closer look at the implications." Battery makers and electronics companies say the problem is mostly limited to manufacturers in China who make substandard batteries and don't follow hazardous materials shipping regulations. They say that greater enforcement of the previous, less stringent shipping rules is the better solution. But a study by Canadian safety authorities found that the problem of battery shippers not following regulations was widespread and not limited to China. Congress directed the Transportation Department last year to adopt the international standard for domestic flights. But it's not uncommon for federal agencies to ignore, or drag their feet about complying with, congressional directives, especially if they disagree with them. Without harmonization, the U.S. also can't enforce the ICAO standard for international passenger and cargo flights to and from the United States. The U.S. is the world's largest aviation market. Safety concerns about rechargeable batteries increased after FAA tests in 2014 showed gases emitted by overheated batteries can build up in cargo containers, leading to explosions capable of disabling aircraft fire suppression systems. An organization representing aircraft manufacturers said in a 2015 statement that airliners aren't designed to withstand lithium battery fires and that continuing to accept battery shipments is "an unacceptable risk." http://www.artesianews.com/1433134/inside-washington-push-to-avert-plane-battery-fires-stalls.html Back to Top Drones 101: An FAQ on FAA registrations and more HOLYOKE -- So you got a drone -- what now? Here are some answers to common questions about federal rules for everyone from hobbyists to professional photographers. Q: Do I need to register my drone with the Federal Aviation Administration? A: Yes. Any drone that weighs more than .55 pounds must be registered with the FAA, which means pretty much all drones. Q: Can I register my drone online? A: Yes, visit: https://registermyuas.faa.gov/ Q: If my drone weighs more than 55 pounds, can I still register with the FAA online? A: No. Registering such heavyweights requires a filing by paper. Information about how to do that is available at this FAA link: https://registermyuas.faa.gov/ Q: What happens if I don't register my drone with the federal government? A: "You will be subject to civil and criminal penalties if you meet the criteria to register an unmanned aircraft and do not register," according to the FAA's website. Q: Which means what, exactly? A: Failure to register a drone can lead to civil penalties up to $27,500. Criminal penalties can mean fines of up to $250,000 and imprisonment for up to three years, according to the FAA. Q: How do I contact the FAA with registration questions or problems? A: By email at UASregistration@faa.gov or by phone at 877-396-4636. Q: What's this about needing a pilot's license to fly a drone? Is that true? A: Kind of true. Hobbyists don't need a license to operate a drone -- but, of course, they must operate within the law, such as avoiding airports. But the rules are different for those who use drones professionally, such as photographers capturing images of Realtors' listings, or farmers using drones to check on crops. Under FAA regulations that took effect Aug. 29, 2016 under the drone rule -- known as Part 107 -- such drone operators must obtain a Remote Pilot Certificate. To receive a Remote Pilot Certificate, you must pass an Aeronautical Knowledge Test administered at an FAA-approved testing center, FAA spokesman Jim Peters said. Drones zoom into play commercially as Holyoke tries to regulate flying robots Holyoke's City Council passed an ordinance in September 2016 requiring drone operators to seek permission from property owners before taking flight. Q: Are there any FAA-approved testing centers to take the Aeronautical Knowledge Test in Western Massachusetts? A: There are. According to a list of such locations around the country provided by the FAA communications office, there are locations in Westfield and Northampton: Westfield Flight Academy, 111 Airport Road, 413-568-5800; Northampton Aeronautics Inc., 160 Old Ferry Road, 413-584-7980. Q: How much does it cost to get a remote pilot certificate? A: Testing centers charge about $150, according to the FAA. Q: Having to visit an FAA-approved testing center to get a Remote Pilot Certificate seems like a hassle -- but is it true the process used to be even more complicated? A: Yes. Before the new FAA drone rules took effect Aug. 29 professional drone users had to obtain a pilot's license. The update has made it faster and simpler for such drone operators to get flying, Peters said. Q: So I take the Aeronautical Knowledge Test. Do I get the Remote Pilot Certificate the same day? A: That's unclear. According to the FAA: "It may take up to 48 hours for the website to record you passed the test. We expect to validate applications within 10 days. You will then receive instructions for printing a temporary airman certificate, which is good for 120 days. We will mail you a permanent Remote Pilot Certificate within 120 days." Q: What if I fail the Aeronautical Knowledge Test? Can I retake the test? A: You can retake the test after 14 days. Q: How do I know where it is OK to fly a drone, and where it is not OK to fly? A: The FAA has developed a free smartphone app called B4UFLY to help drone operators know whether there are any restrictions or requirements where they want to fly. For additional guidance, visit the FAA's "Where to Fly" page Q: Can media outlets use drones equipped with cameras to gather news? A: Freedom of the press is a foundation of the republic, as solidified in the First Amendment to the U.S. Constitution. But while the media can use drones in carrying out coverage, conditions apply. Unless granted a previous exemption, news outlets under the new drone rules can request a waiver to permit the flying of drones over people -- but they must show steps are being taken to ensure public safety, the FAA said. Holyoke drone ordinance raises First Amendment concerns Under the Holyoke ordinance, passed in September 2016, drone use is permitted in the city - but only if the user obtains written consent from the owner of the land where they intend to fly. Q: Where's my stuff? That is: Does the FAA permit package delivery by drone? A: Technically, yes -- but practically, not really, yet (sorry, Amazon and UPS). The new drone rules that took effect Aug. 29 supposedly permit the use of drones to deliver packages, but only if certain requirements are met. The operator must maintain visual line of sight with the drone, and such transport is limited to "wholly within the bounds of a state." That pretty much thwarts the speed and distance capabilities of drones. And perhaps with good cause, since public safety issues related to the prospect of numerous package-toting drones buzzing around the skies at differing elevations have yet to be worked out. http://www.masslive.com/news/index.ssf/2017/03/drones_faq.html Back to Top Hawaiian Airlines looks to Asia, US East Coast for growth Hawaiian Airlines CEO: We're the world's most punctual airline Hawaiian Airlines CEO: We're the As Mark Dunkerley sees it, Hawaiian Airlines is just scratching the surface of what it could become. "Our future lies around the Pacific Rim," said Dunkerley, who as the airline's president and CEO has overseen big growth in recent years. "We're about four times larger than we were, say, six or seven years ago." Analysts agree that Hawaiian has had quite a run under Dunkerly. It was the highest-rated among U.S. carriers for on-time arrivals last year, landing 91.1 percent of its flights as scheduled. That's well above the industry average of 81.4 percent, according to the Department of Transportation. Financially, Hawaiian Airlines is coming off one of its most profitable years ever, having earned a net income of more than $244 million. That's up 33 percent from the prior year. Yet despite its momentum, some analysts remain skeptical of Hawaiian's growth potential. Their biggest concerns include the added complexities that come with adding new destinations in Asia or East Coast of the U.S. "I worry a little bit that they are beginning to get a little bit too aggressive," said Scott Hamilton, managing director of Leeham Company, an aviation consulting firm. "They have very ambitious long-haul expansion plans, which of course is all well and good, but you need very expensive airplanes to do that. So I am just a little cautious as to what they have on the plate right now." The new airplanes include the Airbus A321, whose smaller size will make it a better fit for some markets along the Pacific Coast, where Hawaiian currently uses larger planes. Those larger planes can then be better positioned to serve other markets - the question is, which ones? Dunkerley is careful not to mention specific cities, though he's clearly focused on markets in the Pacific Rim. "That's where we see demand for the Hawaiian vacation," he told CNBC during an interview at the company's hub in Honolulu. The challenge for Hawaiian is expanding and adding new routes in an industry where a decade of mergers has created larger and stronger competitors that dominate some of the largest U.S. cities. For example, Hawaiian does not fly directly to Chicago-the home of United Airlines, which has long had direct flights into Hawaii. It's also at the mercy of jet fuel prices, which could send the industry into a slump if they suddenly surge. "When you get long-haul airplanes you have to carry a lot of fuel. There is a lot of expense," Hamilton said. "If you have to cut back it is hard enough for somebody like an American Airlines with a global network to reposition these wide-body airplanes," he said. "Hawaiian Airlines, with its very unique route system, if they have to start to have to cut back, where do they reposition those Airbuses?" Despite those challenges, Hawaiian doesn't yet have M&A activity in its sites. "We think we can continue to grow," Dunkerley said. "I think what's important for our business is that we run the best possible airline that we possibly can as an independent airline." http://www.cnbc.com/2017/03/10/hawaiian-airlines-looks-to-asia-us-east-coast-for-growth.html Back to Top Turkey is interested in buying Russia's MS-21 aircraft The MS-21 aircraft is to replace all models of Tu-154B and Tu-154M aircraft as well as Yak-42 in Russia. Source: Grigory Sisoev / RIA Novosti Turkey is interested in supplies of Russian aircraft MS-21, Turkish President Recep Tayyip Erdogan said at the meeting of the Russia-Turkey top-level cooperation council. "We are interested and it is necessary to carry out cooperation and involve Turkish manufacturers in delivery of MS-21 aircraft which is made in Russia," Erdogan said. The Turkish leader also marked close cooperation in energy sector the two countries have established. First of all it concerns the Turkish Stream pipeline project, which is already in progress. Another important project in this sector, according to Erdogan, is the construction of the Akkuyu nuclear power plant. "We constantly monitor the development and implementation of these projects," Erdogan said. The MS-21 aircraft has been developed on the basis of Yak-242 type by the Yakovlev Design Bureau in association with the llyushin Aviation Complex. The MS-21 airplane has been readily embraced by the aircraft market since it meets all the requirements and can compete against similar Boeing and Airbus aircraft, outdoing them in price, fuel efficiency and passenger comfort. The MS-21 aircraft is to replace all models of Tu-154B and Tu-154M aircraft as well as Yak-42 in Russia. It is planned to build around 600 aircraft of the MS-21 family within 20 years, with an annual production rate of 30 to 36 machines. Source: TASS http://rbth.com/news/2017/03/10/turkey-is-interested-in-buying-russias-ms-21-aircraft_717523 Back to Top Why airlines need more female pilots to take to the skies The number of women working as pilots in the UK is shockingly low. We ask five what must be done to encourage more girls to consider flying as a career, how they got their start and what they love about the job In for the long haul ... some airlines are starting to attract more women into the profession. One of the many projects launched to herald Hull's year as UK City of Culture was a celebration of its most famous daughter: the pioneering aviator Amy Johnson. But 76 years after her death - which was marked last year with a major festival - female pilots remain a rarity; worldwide just 3% of pilots are women, in the UK the figure is 6%. "The proportion is very slowly coming up but it is still miniscule," says Marion Wooldridge, deputy chair of the British Women Pilots' Association (BWPA). The BWPA has 300 members and has been supporting female pilots for more than 60 years. It grew out of the Air Transport Auxiliary, the second world war pilots who were deemed unfit for combat but remained vital to the war effort in ferrying aircraft around the country. A considerable number of them were women, most notably Johnson, who died in 1941 while ferrying a plane. However, it is only recently that the association has started to work with schools and careers offices to help enthuse girls about Stem subjects (science, technology, engineering and mathematics) - and a potential career as a pilot. Inspiration ... Amy Johnson became the first female pilot to fly solo from England to Australia in 1930. Photograph: Alinari Archives/Alinari via Getty Images "Stem subjects aren't essential to become a pilot but they are very useful, and one issue is the sense that these aren't girls' subjects. I've heard that girls are still being told it is not really something they do," says Wooldridge, who believes a lack of female pilot role models is another major hurdle. "Once we saw the same with doctors and veterinary surgeons but now more women than men train in those professions." It costs about £100,000 to train and my feeling is that parents are more prepared to support male children than female Marion Wooldridge, deputy chair, BWPA Good - and equal - pay, flexibility, variety, challenge and travel are just some of the benefits of the job cited by women pilots. Yet research by British Airways shows how few women consider a career as an airline pilot. In a poll of 2,000 women conducted by the airline in 2014, 63% said they were put off when they were growing up for reasons including a lack of visible role models and being told it was a man's job. These findings are borne out by the pilots we spoke to. Sabeena Yosuf, a captain for BMI, said her careers advisor told her to think about something else when she said she wanted to be a pilot. Easyjet captain Marnie Irwin-Munns had a similar experience at school. More worrying is how pervasive the idea that girls can't be pilots still is. "I went to give a talk at a school and the teacher said 'oh the boys will love this.' I said 'the girls will too!'" said Irwin-Munns. The cost of training may be another factor putting off women. "It costs about £100,000 to train and my feeling is that parents are more prepared to support male children rather than female children. It's just a feeling," says Wooldridge who has been a private pilot for 25 years. This year the BWPA is offering seven scholarships to women who want to train as pilots, which will help alleviate the financial burden a little. Trainee pilots on easyJet's Amy Johnson initiative. Facebook Twitter Pinterest Easyjet pilots and trainees at the launch of the airline's Amy Johnson initiative. Airlines are also starting to introduce measures to attract more female applicants. Easyjet launched its Amy Johnson initiative in 2015 with the aim of doubling its new-entrant intake of women from 6% to 12%. After reaching that target in the first year it has a new goal of increasing that figure to 20% - or around 50 pilots a year - by 2020. Every year six of those new recruits will have their loan underwritten by the airline. British Airways launched a campaign in 2014 to increase the visibility of women pilots by visiting schools and recruitment events. BA employs 220 female pilots out of total 3,800 and recruited a record 350 pilots in 2016 under its Future Pilots Scheme. Virgin Atlantic's Future Flyers Programme was launched with the aim of attracting recruits from more diverse backgrounds and more women. Of the 12 recruited onto this year's programme, four are women. Other UK carriers, including BMI, Monarch and Jet2, recognise that applicants are overwhelmingly male but do not have any scheme in place to increase the numbers. Ryanair would not answer our questions. So progress is hardly jet-paced. But Wooldridge is optimistic that the success of easyJet's scheme will encourage similar initiatives. Perhaps by the time Hull puts on events for the 100th anniversary of Amy Johnson's death in 2041 female pilots will no longer be so few in number. To celebrate those already in the air, Guardian Travel interviewed five female pilots about the ups and downs of their roles. Katie Withers, captain, Monarch Katie Withers, airline captain for Monarch As far as I can remember, I've always wanted to fly. My dad's interest in aviation played a part: he had flying lessons when I was young, and used to take me to see air shows and visit air museums. I was hooked. I joined the Air Training Corps at 13, and then the East Midlands Universities Air Squadron while studying at Nottingham. I considered a career in the RAF but decided I'd probably prefer the lifestyle of commercial flying. However, I lost my focus at this point as I wasn't sure of the best route to becoming an airline pilot. I suppose I told myself that flying was just a pipe dream and that I'd probably end up doing something else. Even now, a few years on, I sometimes have to pinch myself when I'm driving into work I studied law, and then fell into accountancy, joining a graduate training programme. I hated this from day one, but my sensible side told me to stick with it. I started flying lessons at a local airfield, Wellesbourne, but this only made matters worse, when I realised how miserable I was in accountancy, and that flying as a hobby wasn't enough. I remember one particular instructor who was a retired airline pilot: his inspiration - and the encouragement of my parents - gave me the courage I needed to pursue the dream. I applied to CTC Aviation, a well-established training school that offered to take people from zero hours all the way through to sitting in the right-hand seat of a commercial jet. I was offered a course to head out to New Zealand (where they conducted the basic training) in December 2007. I handed in my notice and I haven't looked back since. Even now, a few years on, I sometimes have to pinch myself when I'm driving into work. I see fantastic sights, from flying over the snow-capped Alps, to shooting stars at night, or watching lightning flash within a storm cell nearby. The technical skills of flying the aircraft are just one aspect of the job. There is a lot of multitasking, and the softer skills of people management, communication and organisation, which are, arguably, more traditionally female strengths. There are countless decisions to be made throughout the day, and as pilots we must oversee the whole operation, keeping safety, legal and commercial issues in mind. Anyone who thinks flying is just button-pressing in an office with a nice view is mistaken. Marnie Irwin-Munns, 41, captain, easyJet Captain Marnie Irwin-Munns, easyJet I started flying in 1994 with the university air squadron. Set up by the RAF, it recruits and trains people with a view to joining the air force. I put in two years of 100 hours flying, in two-seater aircraft, and did that alongside my psychology degree. However, it was flying that interested me, rather than the air force, and so I joined a flying scheme with Aer Lingus and got my commercial licence. I was one of two women in the scheme. Working for easyJet I was approached to launch the Amy Johnson initiative. We are in the process of creating easyJet ambassadors who will go into schools and talk about what we do. A lot of it is about visibility; it's about talking to girls and saying, "You can do this too." When I said I wanted to be a pilot my careers adviser said: "Well, what else do you want to do?" We have a similar lifestyle to cabin crew but no one questions that! But 6% [of female pilots] is not acceptable. Women may not be as interested but I can't believe it's really as low as that. It's a societal thing. Science skills are important but you need a logical mind that works well under pressure, and to be good at multitasking. I love the fact that you go to work and it's always different, always a challenge. Also, it never ceases to amaze me how beautiful it is; I feel the excitement seeing the mountains as I fly into Geneva, even though I'm not going skiing. Faro is another place where we get a spectacular view, especially when the sun is setting. Helen McNamara, 40, senior first officer, British Airways Senior First Officer Helen MacNamara from British Airways, photographed at T5, London Heathrow on 11 March 2015 My first experience of flying was actually when I went backpacking as a student in Africa and took a flight over Victoria Falls. The pilot let us hold the controls and I liked the technical side of it. I wanted to get into flying and undertook private pilot's licence training at Leeds Bradford airport. I didn't know anyone in aviation at that point but I heard about a sponsorship programme at BA. There were about seven of us [women] on that. I began in 1998 and started flying in 2000, doing European flights on a 737 out of Gatwick; after five years I changed to flying 767s on both long-haul and short-haul flights. There are a lot of advantages to aviation as a career because of the equality with which we are trained and paid There are a lot of advantages to aviation as a long-term career because of its flexibility and the equality with which we are trained and paid. Unlike a lot of careers the pay scale is transparent: we are paid the same as men. It's also very accommodating with flexible working patterns. I normally fly about four days a week. One of the most important attributes is interpersonal skills. You're not flying a single-seater aeroplane: you're flying with a crew of 20 or more, plus hundreds of passengers. When you meet people for the first time and have to work with them you only have a short period of time to gel together as a team. My favourite European destination is Rome. There's a popular coffee shop there, Sant'Eustachio, and I always go to it. One of our Italian cabin crew recommended it. It makes coffee behind a screen; it's totally secret! I normally drink black coffee but this is the only place in the world where I drink it white. Sabeena Yousuf, 35, captain, BMI Regional Sabeena Yousuf, captain, Bmi regional When I was younger, I used to travel to Pakistan and America with my family and I liked the idea of pilots and cabin crew going on holiday every week! But [at school] when I told my careers adviser what I wanted to do and that I'd looked into it she told me to change my mind. I told my mum and she said, "Do whatever you want to do." I think women are better [at flying] than men. We pay more attention to detail I took maths and physics at A level, though I didn't do very well. When I finished my A levels I decided to pay for my own private pilot's licence in America. I did a month-long intensive course in Orlando, Florida. I was supposed to go to university but didn't get on the course I wanted, so I went back to the same flying school in Orlando. I looked into commercial flying and studied at Cranfield, in Bedfordshire, for the airline transport pilot's licence. A lot of people do a year-long residential course but I took mine in modules. I worked in between the modules and so it took me around four years. I got my first flying job with a small turboprop company on Humberside, mainly flying oil rig workers around. I was there for about a year and then came to BMI. I'm based in Bristol, fly short-haul destinations, and became a captain in April 2014. I've had patronising comments but I've also had a lot of positive reactions. I think women are better [at flying] than men. We pay more attention to detail, but I think you have to try harder and be a bit better because you're a woman. Louise Iveson, 31, first officer, Jet2 Louise Iveson, first officer, Jet2 I really enjoyed studying maths and physics and took aerosapce engineering at university. I was looking for a job that wasn't at a desk, was well-paid and challenging. I did some flying with the air squadron but I was too short to join the RAF, so I went to Jerez in Spain to train for a year and a half and then applied for a job with Jet2 and got on its pilot apprenticeship programme. Flying is fantastic, it doesn't feel like a job. You get to see the sun above the clouds and take people on holiday. The training is challenging, you are constantly tested. I fly to more than 50 destinations now, the longest being Tenerife. I particularly enjoy flying into Nice, it's quite a tricky approach but the views are spectacular along the coast. Passengers get very excited when they see a woman pilot, especially if they have girls. We need to introduce the idea of flying as a job at an early age, to have role models. I've just been to my sister's school to show them about being a pilot. Generally Jet2 are good at getting out there. https://www.theguardian.com/travel/2017/mar/08/why-airlines-need-more-female-pilots-to-take-to-the- skies Back to Top Civil Air Patrol trains future pilots, engineers, military officers NORTH ANDOVER - Kiaraliz Gonzalez, 15, a Greater Lawrence Technical School sophomore, has dreamed of becoming a commercial airline pilot since she was in second grade, she said. Her uncle, who serves in the Army and is assigned to Hanscom Air Force Base, suggested she look into the Civil Air Patrol, an organization that teaches young people about aviation as well as aerospace engineering and emergency services, she said. So she joined the Essex County Composite Squadron of the Civil Air Patrol, which is headquartered in a building adjacent to the runway at Lawrence Municipal Airport. During her two years in the organization, she has experienced firsthand being at the controls of an airplane in flight. Gonzalez and other cadets are allowed to spend up to five hours per year in flight orientation. The cadets are not permitted to take off or land, but they are allowed to take the controls once the plane is airborne under the supervision of a specially trained pilot instructor. "I really loved it!" she said of her time in the air. The opportunity to sit at the controls of an aircraft has given her more confidence to pursue her dream, she said. Gonzalez, of North Andover, is among 20 cadets who meet every Monday night at the squadron's 52 Old Clark St. headquarters. The commander of the squadron is Antoinette Fischer, who holds the rank of lieutenant colonel in the Civil Air Patrol. Fischer has led the squadron since 2002. She has been in the Civil Air Patrol for 21 years. Her sewing talent got her involved in the organization, she said. When her son Albert joined, the squadron needed someone who was handy with a needle to get the cadets' uniforms looking sharp, she said. Her needlework helped the squadron win several drill competitions, she said. The Civil Air Patrol is associated with the Air Force and serves as its auxiliary, she said, but is not actually a part of that service. The organization educates young people in three areas, she explained: aerospace instruction, emergency services and cadet programs. As part of their aerospace instruction, the members of the Essex County Composite Squadron are building a drone from a kit provided by the Civil Air Patrol. Working under the guidance of Michael Causbie, who holds the rank of major in the organization, they will program the small aircraft, which is about the size of a shoe box. Causbie said the cadets' drone should be ready to fly by April. The drone under construction at the squadron's headquarters is not expected to be called into service to spy on or attack terrorist forces. Many of today's cadets, however, may eventually expand on the skills they are learning to build, program and guide real drones in the war against terror. For example, Brennen Smith, 19, of Haverhill, the cadet commander of the squadron, told The Eagle- Tribune, "I hope to be an intelligence officer." Smith, who was home-schooled by his parents, is a freshman at Northern Essex Community College. He is also enrolled in the Air Force ROTC unit at UMass Lowell. He has been in the Civil Air Patrol for four and a half years and has attained the rank of second lieutenant. Paul Watterson, deputy commander of cadets and an attorney by profession, pointed out cadets have to pass a test, which includes academic and physical fitness portions, to advance in rank. Civil Air Patrol ranks correspond to those of the Air Force: airman, airman first class, senior airman, staff sergeant, technical sergeant and master sergeant for enlisted grades. "We don't push our cadets to join the military," Fischer said. They do strongly encourage them to go to college, she added The Civil Air Patrol definitely has a military flavor and the cadets interviewed said they like that. They wear uniforms, dress blue for drill competitions and formal occasions, camouflage for weekly meetings. The cadets begin and conclude their weekly meeting with a ceremony. During the opening ceremony, the cadet first sergeant, Alex Lane of Georgetown, lines up the members of the squadron and they stand at attention. Lane then pivots 180 degrees, salutes Smith, the cadet commander, and reports that all squadron members are present and accounted for. Smith returns the salute, pivots 180 degrees, salutes Fischer, and reports the same thing. Gonzalez, Smith and Lane answered this reporter's questions in crisp, military fashion: yes sir, no sir. "I really like the military environment," said Lane, a Whittier Technical School senior who is enrolled in that school's electrical program. He enjoys the Civil Air Patrol's emphasis on discipline and structure, he said. Lane has been in the Civil Air Patrol for three years. He kind of stumbled upon the organization. When he was a freshman at Whittier, he made a dog tag for a member of the Air Force in machine shop. A classmate suggested he check out the Civil Air Patrol. He did and he has stuck with it ever since. Lane said he hopes to attend Norwich University in Vermont next year. Norwich has trained numerous Army officers. As a commissioned Army officer, Lane said he hopes to fly helicopters or command tanks. "I love learning how to lead," he said. The Civil Air Patrol, he said, "has kept me out of trouble." Several past members of the squadron have graduated from the service academies. A photo of Heather Johanson-Wilson, a former cadet commander of the squadron, with President Obama is displayed on the wall of the headquarters. The photo was taken when she graduated from the Coast Guard Academy. Other former cadets have graduated from West Point and the Air Force Academy, according to Fischer. The Civil Air Patrol was founded in 1941, only a week before the attack on Pearl Harbor, according to the organization's website. During World War II, the Civil Air Patrol flew missions for the military, rescued survivors of plane crashes and even sank a couple of enemy submarines, the website reports. During the last few decades, the Civil Air Patrol has put more of its emphasis on educating young people. Massachusetts has 13 Civil Air Patrol squadrons. http://www.eagletribune.com/news/merrimack_valley/civil-air-patrol-trains-future-pilots-engineers- military-officers/article_eea82223-7b40-5633-afae-129efabf81bc.html Back to Top FAA approves new airworthiness certificate for B-29 Doc The World War II B-29 bomber "Doc" lifts off for the first time in 60 years on Sunday, July 17, 2016. (Photo: USAF/Staff Sgt. Rachel Waller) B-29 'Doc' takes to the skies again after 60 yearsVintage bomber gets OK for ground testing in Kansas WICHITA, Kan. (KSNW) - B-29 Doc has officially completed 'phase one' of its flight test operations. The Federal Aviation Administration approved a new airworthiness certificate for the historic warbird. The "special airworthiness certificate" removes the flight limitation restrictions on distance and flight pattern. The FAA approval means Doc's Friends, Inc. can begin touring with the airplane with reduced flight limitations. "We've been working for the past several months with the Wichita FAA office, along with the FAA team in Washington, D.C., and we are pleased that we have satisfied the requirements for 'phase one' of flight test operations," said Jim Murphy, Doc's Friends Restoration Program Manager. "The FAA's approval means we can begin the next phase of our restoration and flight operations plan, and that includes sharing our historic warbird with air shows around the United States." The 2017 B-29 Doc tour schedule will include multiple public events in at least six states. Information will be released online at www.b-29doc.com. http://ksnt.com/2017/03/10/faa-approves-new-airworthiness-certificate-for-b-29-doc/ Back to Top New Wide-Body Airbus Jet Lands in Tehran The new A330 is the first wide-body jet from a firm order Iran placed in December 2016 for 100 Airbus aircraft, including 46 single-aisle and 54 wide-body jetsThe A330-200s will allow Iran to reinstate some long-haul services beyond Europe and deeper into Asia, as it looks to build up a bigger international route network Iran Air's new Airbus A330-200 landed in Tehran's Mehrabad Airport on Saturday 8:57 a.m. On board the plane were deputy minister of roads and urban development, Asghar Fakhrieh-Kashan, and the flag carrier's CEO Farhad Parvaresh who had officially received the plane in Airbus delivery center in Toulouse, France late Friday. On the sidelines of a ceremony held after the landing, Fakhrieh-Kashan told reporters that four million Iranians use foreign airlines every year due to the bad condition of Iran's air fleet. Parvaresh hoped that with the new delivery and more to come in the near future, Iran Air will be able to provide passengers with better services. The new A330 is the first wide-body jet from a firm order Iran placed in December 2016 for 100 Airbus aircraft, including 46 single-aisle and 54 wide-body jets. The deal is worth $18-20 billion based on list prices though Parvaresh has been quoted as saying that the value of the contract would not exceed $10 billion, considering the number of orders placed and the current market conditions. The A330 features a two-class cabin layout, seating 32 passengers in business and 206 in economy. It has been referred to as "Iran's first modern wide-body" plane in local media. New Dawn for Iran Air "The arrival of the first A330-200 heralds a new dawn for Iran Air, as it churns over its aging fleet, but it's worth remembering that the A330-200 is an aging model and is technologically inferior to the 787, 777 and A350. However, for Iran Air's immediate needs, it will be a better replacement for the gas guzzling A300s and A310s," Saj Ahmad, chief analyst at StrategicAero Research, told Financial Tribune. "The A330-200s will also allow Iran to reinstate some long haul services beyond Europe and deeper into Asia as it looks to build up a bigger international route network." According to Airbus, Iran Air has ordered 45 planes from the A330 family which, considering the 54 wide- body jets order, means the number of A350s on the list is down to nine. In addition to the Airbus deal, Iran Air has also signed a deal to purchase 80 planes from Boeing. The $16.6 billion deal includes 50 of Boeing's narrow-body 737max 8s, 15 wide-body 777-300ERs and 15 777- 9s, which will be delivered to Iran Air over 10 years, according to the website of the Ministry of Roads and Urban Development's news service. Uncertainty has been surrounding the implementation of the Boeing deal since Donald Trump was elected as US president. However, the Trump administration's Treasury Department stated on Monday that it would continue to grant licenses to companies such as Boeing so that they can pursue multibillion-dollar deals with Iran, The Washington Free Beacon reported. More Efficient Options "There's no doubt the A330-200 is a good workhorse, but Iran Air will be keen to get its hands on A350s, 777-300ERs and 777Xs which are far more fuel efficient, cost less to operate and will provide better flexibility," Ahmad said. "The A330-200 is technically a previous generation jet and many airlines are standing down their A330s in favor of 787s or A350s." Officials are unhappy with the fact that Iran Air, once a frontrunner, has lost its place to regional rivals over the past years. According to Minister of Roads and Urban Development Abbas Akhoundi, Iranians paid $12 billion for air tickets to international airlines between 2011 and 2014. "With a revamped fleet, the best way for Iran Air to leverage the demand that is prevalent in the Persian Gulf/PGCC region, [is that] the airline has to explore greater code-share opportunities to help spur inorganic growth and develop traffic too," Ahmad said. "These will come over time and it's unreasonable to expect a tidal wave of change any time soon." Another A330 by March 20 Parvaresh said on Saturday that another A300 will be delivered by Friday. Iran Air was delivered a single-aisle Airbus A321 on January 12. According to Fakhrieh-Kashan, the carrier is also awaiting the delivery of a few short-haul planes made by the Franco-Italian plane manufacturer ATR by March 20, but those deliveries have been postponed to the first month of the new Iranian year (starting March 21, 2017). Iran Air has been in talks with ATR for over a year to purchase 20 short-haul aircraft, with the option of adding 20 more in future. This contract is worth $400 million. "The talks are close to a final contract, but there remain difficulties. Issues regarding after-sales services for Canadian engines of the plane have yet to be resolved," Fakhrieh-Kashan said. "It's normal for delays in contractual discussions pertaining to engines since repair and overhaul costs can make the difference between flying an airplane, or writing it off," Ahmad said. "Given ATR's dominance in the regional airplane market, I think a deal will be struck since both Iran Air and ATR want it to happen. It's very similar to the deal with Boeing and how that has yet to be firmed up. Once the minutiae of the engine element are signed off, the ATR deal is good to go." https://financialtribune.com/articles/domestic-economy/61263/new-wide-body-airbus-jet-lands-in-tehran Back to Top Embraer on cloud nine about private jet outlook Embraer executive jet sales vicepresident Claudio Camelier on the stairs of a Legacy 450, which is being displayed to potential Thai buyers at Don Mueang airport. Boonsong Kositchotethana The market for executive jets in AsiaPacific has started to regain altitude with the improvement of the business environment. Embraer, the world's leading executive jet makers, said in its latest forecast demand from AsiaPacific excluding China between 2017 and 2026 will reach 460 aircraft worth an estimated US$13 billion. China alone would require 570 new aircraft in the 10year period, valued at $22 billion. The Middle East is expected to acquire 200 aircraft in the same period at $8 billion. "Demand in those markets has begun to pick up again after a slowdown as austerity has appeared to settle down," Claudio Camelier, vicepresident of sales for AsiaPacific and the Middle East for Embraer Executive Jets, told the Bangkok Post. Globally the Brazilbased aircraft manufacturer sees demand for 8,400 executive jets worth $244 billion over the next decade. North America remains the world's largest market for executive jets with 4,700 aircraft, worth $128 billion, projected over the period. Europe and Africa are expected to acquire 1,900 aircraft worth $60 billion, while Latin America is projected to buy 570 aircraft worth $13 billion for the period. Embraer defines AsiaPacific as countries from Pakistan to Japan, stretching south to New Zealand. Embraer's executive jet fleet in the region has grown since the company entered the global market in 2000. The first delivery of an Embraer executive jet in Asia took place in 2004, and presently over 80 Embraer executive jets are in service across AsiaPacific. There are more than 330 Embraer aircraft of several types in 17 countries in AsiaPacific including China. Of this number, there are more than 200 commercial aircraft in service with over 20 operators and airlines throughout the region. Its global fleet exceeds 1,000 aircraft in operation in over 60 countries, representing 17% of the world market share. Embraer's current campaign in AsiaPacific focuses on the new Legacy 450, a midlight business jet that was certified in August 2015. He described the Legacy 450 as a new corporate jet with a bestinclass 6foot tall, flatfloor cabin. Starting at $16.7 million, it is the first business aircraft in its segment with full flybywire technology, featuring sidestick flight controls, the stateoftheart Rockwell Collins Pro Line Fusion avionics suite and a headsup display system. The jet is powered by two fuelefficient Honeywell HTF 7500E turbofan engines and has a range of 5,371 kilometres, carrying up to nine passengers and cruising at Mach 0.83. http://www.bangkokpost.com/business/tourism-and-transport/1213645/embraer-on-cloud-nine-about- private-jet-outlook Back to Top NASA finds long-lost Indian lunar orbiter Chandrayaan-1 is lost in space no more. NASA/JPL-Caltech India lost contact with its first lunar orbiter, the Chandrayaan-1, back in 2009. Now, NASA has revealed that the agency discovered its location in July 2016 after testing a method that can be used by future lunar missions. Chandrayaan-1 is a relatively tiny cubic probe that measures five feet on all sides, making it the perfect target for the radar experiment conducted by a team of Jet Propulsion Laboratory scientists. The team wanted to find out whether a technique used to observe small asteroids can also spot spacecraft orbiting the moon. This method relies ground-based radar, because optical telescopes can't see anything against the bright lunar glare. Since Chandrayaan-1 was in polar orbit around the celestial body before it got lost, the team sent a powerful beam of microwaves somewhere above the natural satellite's north pole. They used a 230- foot antenna at NASA's Goldstone Deep Space Communications Complex in California to accomplish the task. But they relied on the 330-foot Green Bank Telescope in West Virginia to detect the radar echoes that bounced back. The researchers were afraid they wouldn't find anything, since the moon has areas with higher-than-usual gravitational pull that could have caused the spacecraft to crash into it. However, the scientists were able to detect two different objects using the technique: one matched the Lunar Reconnaissance Orbiter's well- known path. The other was a tiny object, which crossed the beam twice -- the second sighting matched the time it would have taken the Chandrayaan-1 to complete one orbit. Now that the scientists have proven that ground-based radars can be used to track probes in lunar orbit, NASA could use them for both robotic and human missions. The technique could also be used as a safety mechanism for spacecraft suffering from communication issues in the future. https://www.engadget.com/2017/03/12/nasa-finds-lost-indian-lunar-orbiter/ Back to Top Cygnus cargo spacecraft to ISS dedicated to John Glenn; gets delayed until March 21 Cygnus, John Glenn Cygnus's latest resupply mission to the International Space Station will be carrying the name John Glenn with Orbital ATK dedicating the mission to the first American to orbit the Earth. One of the seven original seven astronauts, Glenn is said to be one of the major reasons why more and more students opted for math and science. Glenn is also credited for opening up the space for everyone in the United States. Glenn made his landmark orbital mission in February 1962 and subsequently served as a U.S. senator from Ohio. After retiring from politics, Glenn made his second spaceflight in 1998 as part of the STS-95 crew flying space shuttle Discovery. "We're building the bridge to history with these missions," said Vernon Thorp, ULA's program manager for Commercial Missions. "Every mission is fantastic and every mission is unique. At the end of the day every one of these missions is critical." The resupply mission was originally slated for a March 19 launch, but during a prelaunch testing March 10 United Launch Alliance (ULA) discovered a booster hydraulic issue at the pad because of which the launch has been delayed and will not happen until March 21. The additional two days will allow the launch team to replace a component and continue with launch preparations. The spacecraft will carry 7,600 pounds of cargo to the station and will be lifted into space atop a United Launch Alliance Atlas V rocket. The spacecraft, powered by its own set of solar arrays, will remain connected to the station until June. During that time, astronauts will unload the Cygnus, including research dedicated to range of fields such as astronomy, biology, crystal growth and technology development. The spacecraft also will carry an advanced plant habitat for growing vegetables in orbit. Later, astronauts will pack it with trash, unneeded equipment and spent experiments. After detaching from the station, a final experiment will be conducted to test how fire burns in space before Cygnus plunges into the atmosphere and burns up over the Pacific Ocean. http://topexaminer.com/2017/03/12/cygnus-cargo-spacecraft-iss-dedicated-john-glenn-gets-delayed- march-21/ Back to Top Function: Loss Control Unit: Starr Aviation Location: Can work remote Title: Loss Control Consultant Job Description: * Perform detailed Safety & Loss Control surveys at aviation, airport and manufacturing operations. Must be able to identify and evaluate work methods and conditions * Recommend corrective actions for deficiencies found during surveys * Provide methods to detect occupational health hazards and liability exposures * Assist in developing and implementing corporate, flight, aircraft maintenance and employee safety training programs * Assist in developing proper accident investigation procedures that will allow removal of casual factors and prevent recurrence Position Requirements: * Certified Safety Professional preferred * Able to speak Spanish is a plus * Safety Management systems training/experience preferred * Private Pilot's certificate desirable * In depth knowledge of FAA and OSHA requirements is a plus * Must have excellent verbal and written communication skills * Must have excellent interpersonal skills * Experience with MS Word and Excel * Ability to draft detailed reports in a timely manner * Must be highly motivated and able to work with minimum supervision * Must be willing to travel 50-60% of the time. Some International travel might be necessary. * Ability to work remotely Experience Required: * Aviation safety experience. Military experience is a plus. * Loss Control experience Education Required: * Bachelor's degree required. Aviation discipline preferred. Curt Lewis