Flight Safety Information March 27, 2017 - No. 062 Incident: Norwegian B738 at Milwaukee on Mar 23rd 2017, rejected takeoff on ATC instruction Incident: PSA CRJ2 at Dayton on Mar 23rd 2017, smoke indication...A PSA Airlines Canadair CRJ- 200 Incident: British Airways B789 near Frankfurt on Mar 24th 2017, fumes in cabin Incident: Delta MD88 at Cincinnati on Mar 23rd 2017, smokey odour in cabin Incident: Allegiant MD83 near Dayton on Mar 19th 2017, engine fire Cessna 500 Citation I Sierra Eagle Inpact with Ground (Destroyed) Cessna T210L Turbo Centurion In-Flight Breakup Leaving the seatbelt sign on too long is dangerous: air safety expert Snake hitches a ride to Auckland Airport on a private jet United Airlines bars teenage girls in leggings from flight Where pilots sleep on long-haul flights FAA forecasts decline of 17,500 piston airplanes United Is Mothballing Perfectly Good New Aircraft Thanks to Delayed Seats The UK aerospace sector is on track to soar to new highs in 2017 after a record last year G500: Gulfstream's Next-Gen Jet...More leg room, bigger windows Honda faces long haul to recoup jet costs CHC Safety & Quality Summit - Dallas, TX - Opportunities for Sponsorship Research Survey Incident: Norwegian B738 at Milwaukee on Mar 23rd 2017, rejected takeoff on ATC instruction A Norwegian Air Shuttle Boeing 737-800, registration LN-NGZ performing flight DY-9856 from Milwaukee,WI (USA) to Cancun (Mexico), had been cleared for takeoff from runway 19R and was accelerating for takeoff about 55 seconds after the takeoff clearance when ATC called "Stop!", the crew acknowledged, rejected takeoff at low speed, tower queried whether they could make taxiway "M", the crew affirmed and slowed the aircraft safely. About 3:40 minutes prior to the takeoff clearance tower had cleared an Expressjet Embraer ERJ-135 on behalf of United Airlines, registration N15980 performing flight UA-4088 from Cleveland,OH to Milwaukee,WI (USA), to land on Milwaukee's runway 25L. A passenger, who had also consulted LiveATC tower recordings of Milwaukee Airport, reported they had lined up runway 19R at taxiway F and were accelerating for takeoff from runway 19R when at about crossing the runway threshold the brakes came on and the aircraft rejected takeoff at low speed. The passenger wrote: "The reason for the rejected takeoff became clear when an E135 that was ExpressJet flight ACQ-4088 landing on crossing runway 25L appeared suddenly out of a backdrop of a bright low rising sun and clouds maybe 100-200ft on very short final that then continued for a safe landing." The Boeing 737 vacated the runway, returned to the holding point runway 19R at taxiway F and departed without further incident about 5 minutes after the rejected takeoff. Aerodrome Chart (Graphics: FAA): http://avherald.com/h?article=4a6b74c8&opt=0 Back to Top Incident: PSA CRJ2 at Dayton on Mar 23rd 2017, smoke indication A PSA Airlines Canadair CRJ-200 on behalf of American Airlines, registration N216PS performing flight AA-5390 from Dayton,OH to Charlotte,NC (USA) with 52 people on board, was climbing out of Dayton when the crew stopped the climb at about 5000 feet due to a smoke detector in the cabin activating and returned to Dayton for a safe landing about 7 minutes after departure. A replacement CRJ-200 registration N223JS reached Charlotte with a delay of 3:45 hours. The airline reported the smoke detector indication was found to have been false. http://flightaware.com/live/flight/AAL5390/history/20170323/0920Z/KDAY/KCLT http://avherald.com/h?article=4a6b6f1b&opt=0 Back to Top Incident: British Airways B789 near Frankfurt on Mar 24th 2017, fumes in cabin A British Airways Boeing 787-900, registration G-ZBKM performing flight BA-73 from London Heathrow,EN (UK) to Abu Dhabi (United Arab Emirates), was enroute at FL370 about 100nm west of Frankfurt/Main (Germany) when the crew reported smoke in the cockpit at first subsequently correcting to smoke in the forward galley advising there were only fumes but no visible smoke. The aircraft diverted to Frankfurt for a safe landing on runway 07R about 25 minutes later and stopped on the runway, where emergency services checked the aircraft. About 15 minutes later the aircraft was cleared to taxi to the apron. A replacement Boeing 787-900 registration G-ZBKG was dispatched from London to Frankfurt, resumed the flight but needed to divert to Muscat (Oman) due to weather in Abu Dhabi landing in Muscat about 9 hours past scheduled arrival in Abu Dhabi. http://avherald.com/h?article=4a6b04b5&opt=0 Back to Top Incident: Delta MD88 at Cincinnati on Mar 23rd 2017, smokey odour in cabin A Delta Airlines McDonnell Douglas MD-88, registration N951DL performing flight DL-803 from Cincinnati,KY to Orlando,FL (USA) with 148 passengers, was climbing out of Northern Kentucky Airport's runway 18C when a smokey odour in the back of the cabin prompted the crew to stop the climb at 6000 feet and return to Cincinnati for a safe landing on runway 18L about 12 minutes after departure. A replacement MD-88 registration N921DL reached Orlando with a delay of 3:20 hours. http://flightaware.com/live/flight/DAL803/history/20170323/1330Z/KCVG/KMCO http://avherald.com/h?article=4a6b6d2f&opt=0 Back to Top Incident: Allegiant MD83 near Dayton on Mar 19th 2017, engine fire An Allegiant McDonnell Douglas MD-83, registration N881GA performing flight G4-636 from Orlando Sanford,FL to Dayton,OH (USA) with 163 people on board, was descending towards Dayton estimated to touch down about 10 minutes later when the crew received a right hand engine (JT8D) fire. The crew worked the related checklists shutting the engine down and activating the fire suppression and continued for a safe landing in Dayton about 10 minutes later. A post flight examination revealed evidence of fire/heat near the engine driven generator. The aircraft remained on the ground for 5 days 6 hours, then resumed service. http://flightaware.com/live/flight/AAY636/history/20170319/1400Z/KSFB/KDAY http://avherald.com/h?article=4a6b032e&opt=0 Back to Top Cessna 500 Citation I Sierra Eagle Inpact with Ground (Destroyed) Status: Preliminary Date: Friday 24 March 2017 Time: 19:24 Type: Cessna 500 Citation I Sierra Eagle Operator: Shelter Charter Services Registration: N8DX C/n / msn: 500-0303 First flight: 1976 Engines: 2 Pratt & Whitney Canada JT15D-1 Crew: Fatalities: 1 / Occupants: 1 Passengers: Fatalities: 0 / Occupants: 0 Total: Fatalities: 1 / Occupants: 1 Airplane damage: Destroyed Airplane fate: Written off (damaged beyond repair) Location: Marietta, GA ( United States of America) Phase: Unknown (UNK) Nature: Unknown Departure airport: Cincinnati Municipal Airport, OH (LUK/KLUK), United States of America Destination airport: Atlanta-Fulton County Airport, GA (FTY/KFTY), United States of America Narrative: The aircraft departed controlled flight and impacted residential terrain in Marietta, Georgia. The airplane was destroyed by the impact and post-impact fire and the sole pilot onboard received fatal injuries. The flight departed Cincinnati Municipal Airport, Ohio, USA at 18:12 hours local time and climbed to the cruising altitude of FL230. According to ADS-B data, descent was started at 18:59 hours and the aircraft reached 3100 feet at 19:16. The flight then climbed again to 3800 feet, which altitude was maintained for about five minutes. The last ADS-B data point recorded by Flightaware showed the aircraft flying at 55 kts in a descent at 3000 feet. This last data point was less than 200 m away from the point of impact. The accident happened 27 km north of Atlanta-Fulton County Airport, the destination airport, and 4 km east of the Cobb Country Airport (KRYY). The NTSB reported that the pilot radioed during the accident flight that he was having problem with his autopilot. The aircraft was a Sierra Eagle wing conversion of a Cessna 500 Citation I. This performance upgrade also allows single pilot operations. Sources: » 11alive » flightaware.com METAR Weather report: 22:53 UTC / 18:53 local time: KFTY 242253Z 16009KT 10SM SCT060 23/08 A3027 RMK AO2 SLP246 T02280083 Weather at Fulton County Airport: wind 160° at 9 knots; scattered clouds at 6000 feet; Tempeture 23°C, Dew point: 8°C 23:47 UTC / 19:47 local time: KRYY 242347Z 16008KT 10SM OVC055 21/09 A3028 Weather at Cobb Country Airport: wind 160° at 8 knots; overcast at 5500 feet; Tempeture 21°C, Dew point: 9°C 23:53 UTC / 19:53 local time: KFTY 242353Z 17006KT 10SM OVC060 22/09 A3028 RMK AO2 SLP250 T02220089 10233 20211 55006 Weather at Fulton County Airport: wind 170° at 6 knots; overcast at 6000 feet; Tempeture 22°C, Dew point: 9°C https://aviation-safety.net/database/record.php?id=20170324-0 Back to Top Cessna T210L Turbo Centurion In-Flight Breakup Date: 25-MAR-2017 Time: 14:30+ Type: Cessna T210L Turbo Centurion Owner/operator: Rheiorg Consulting LLC Registration: N6563D C/n / msn: 21060580 Fatalities: Fatalities: 4 / Occupants: 4 Other fatalities: 0 Airplane damage: Written off (damaged beyond repair) Location: Blount County, NE of Hayden, AL - United States of America Phase: En route Nature: Unknown Departure airport: Kissimmee Gateway (KISM) Destination airport: Mc Kellar-Sipes Rgnl (KMKL) Narrative: The aircraft experienced an inflight breakup and subsequent impact with terrain northeast of Hayden, Alabama. The airplane sustained substantial damage and the four occupants onboard received fatal injuries. Weather may have been a factor to the event. Back to Top Leaving the seatbelt sign on too long is dangerous: air safety expert An airline safety expert says plane crews may be unwittingly compromising flight safety by leaving seatbelt signs on too long. Greg Marshall suggests passengers may not see the need to remain buckled up if the signs remain illuminated during a smooth ride or if no one has explained to fliers what's going on. "The seatbelt sign can tend to stay on for long periods of time. There are occasions when I believe the crews simply forget to turn the sign off," said Marshall of Flight Safety Foundation, an aviation safety advocacy group headquartered in Alexandria, Va. "The intent of putting the seatbelt sign on degrades because passengers get up and walk around the cabin anyway." Canada's Transportation Safety Board noted in a recent report on 21 turbulence-related injuries on an Air Canada flight from Shanghai to Toronto in December 2015 that passenger compliance with the seatbelt signs may have been affected by the amount of time seatbelt lights had been on. It said 35 minutes elapsed from the time turbulence preparations started in the cabin to when severe bumpiness began. The cabin lights were low and flight attendants had been moving about, suggesting to passengers that the turbulence was not imminent, the report said. Canadian aviation regulations require passengers to buckle up during taxis, takeoffs and landings. They must also secure themselves if the seatbelt sign is on or when crew members tell them to do so. Passengers are also advised, however, to keep their seatbelts fastened whenever they're seated to avoid possible injuries from turbulence. The industry is aware of the potential for overuse of seatbelt signs. Transport Canada stated in a 2014 circular that the policies of some airlines to keep passengers in their seats at all times can be counter-productive. It said seat-belt signs should only be lit during critical phases of flight, in cases of turbulence or when the pilot deems it necessary for safety reasons. "By doing so, passengers and crew members are more likely to understand and realize the importance of the safety belt sign and comply with the instructions when it is illuminated," the circular stated. The International Air Transport Association advises that seatbelt signs should be used only when necessary "to avoid undermining the importance of the illuminated signs during turbulence or emergency situation." The TSB report on the Air Canada flight noted that Transport Canada recommends seatbelt announcements be customized with the anticipated severity and duration of turbulence. "Passengers are more likely to pay attention to and comply with cabin safety information if they perceive it as relevant." Marshall said policies on seatbelt signs tend to vary greatly from airline to airline. Some carriers leave signs on and don't care much if passengers get up. Others are strict and clashes can occur between flight attendants and fliers used to more relaxed rules. http://news.nationalpost.com/news/world/expert-suggests-leaving-seatbelt-sign-on-too-long-could-be- bad-for-flight-safety Back to Top Snake hitches a ride to Auckland Airport on a private jet The snake was found on the tarmac at Auckland Airport. Biosecurity staff at Auckland Airport were greeted by an unexpected passenger hitching a ride on a private jet on the weekend. A snake was spotted on the tarmac after the aircraft landed on Sunday and was initially contained with a bucket by airport staff. The snake has yet to be identified, although it is likely to be a brown tree snake. Craig Hughes, from the Ministry for Primary Industries, said a snake handler was quickly on the scene. "It appears the snake had crawled into the wheel housing of a private jet that arrived from Brisbane," Hughes said. The snake is in a poor condition when it was captured and is likely to be euthanised after consultation with the Department of Conservation. "We don't have a snake population in New Zealand. Biosecurity officials are doing their best to make sure it stays that way," Hughes said. http://www.stuff.co.nz/travel/travel-troubles/90892165/snake-hitches-a-ride-to-auckland-airport-on-a- private-jet Back to Top United Airlines bars teenage girls in leggings from flight (Reuters) - At least two girls wearing leggings were barred from boarding a United Airlines flight on Sunday because they were not in compliance with a dress code for passengers, the company said in a statement on Twitter. According to a series of tweets by another passenger, who identified herself as the founder of a gun control advocacy group, the girls were required to change or put dresses on over their leggings before they were allowed to board their flight from Denver to Minneapolis. "The passengers this morning were United pass riders who were not in compliance with our dress code policy for company benefit travel," the airline said on Twitter as the incident Thanwent viral on social media. In another tweet made in response to a question from a social media user, the airline said: "Casual attire for ticketed passengers is fine. The passenger today was a United pass traveler and follow different guidelines." United pass travelers are company employees or family members of employees. The passenger who initiated the social media fire storm with her tweets, Shannon Watts, described one of the barred passengers as a 10-year-old girl wearing gray leggings. Watts said the girls were allowed to board their flight after changing or putting dresses over their leggings. "This behavior is sexist and sexualizes young girls," Watts said on Twitter. "Not to mention that the families were mortified and inconvenienced." Since leggings have become popular among women and girls in the United States, critics have raised complaints that they are inappropriate attire in some circumstances. Some schools have barred girls from wearing them to class. https://www.yahoo.com/news/united-airlines-bars-teenage-girls-leggings-flight-223051819--finance.html Back to Top Where pilots sleep on long-haul flights Here's where they get to rest on the Boeing 777. David Parker Brown/Airline Reporter Passengers and flight attendants aren't the only ones who sleep on long-haul flights. Pilots need their rest too - but you won't catch them snoozing in economy class. While flight attendants sleep in tiny crew rest areas, pilots get their own separate sleeping compartments, where they can spend up to half of their time on a long flight. Most fliers are completely unaware of these hidden sleeping quarters. On this Air New Zealand 777, the pilot's compartment is designed in the standard layout, with two reclinable seats and beds at the back. On most planes, the pilot's resting area can be found above first class and tucked behind the cockpit. Always on call: Pilots can be reached by phone if needed. David Parker Brown/Airline Reporter Pilots can access their sleeping quarters either by climbing hidden stairs or a ladder. On the Boeing 777 the room is a little cramped with just two business class seats and lie-flat beds. The sleeping berths are wide and comfortable enough though, and there are curtains to help drown out the sound of the plane. There's also a phone in the room in case the resting pilot is needed. The pilot's resting area on an American Airlines 777. David Parker Brown/Airline Reporter Some pilot's quarters come with a sink or bathroom, which is the same as any economy class bathroom but it's probably cleaner and there's less wait time. This pilot's resting area on some 777s comes with a television that is larger than the ones economy passengers are used to. But the room's design differs depending on the plane and airline. For example, the rest area on a Lufthansa Airbus A380 isn't quite as spacious as the Boeing model. The pilot's area on a Condor Airlines 767 is simply a business class seat with a curtain. David Parker Brown/Airline Reporter The pilot's area on a Condor Airlines 767 is simply a business class seat with a curtain. Pilots on the Condor Airlines 767 have even less privacy and sleep in a compartment in business class. At the very least, there's a curtain. However, Singapore Airlines adds a touch of luxury to the pilot's modest dwellings, providing satin pillows in the rest area on its Airbus A380 planes. Those flying a LAN Boeing 787 won't get to recline their chair in this seating area. David Parker Brown/Airline Reporter http://www.stuff.co.nz/travel/kiwi-traveller/ask-an-expert/90878602/where-pilots-sleep-on-longhaul- flights Back to Top FAA forecasts decline of 17,500 piston airplanes A new Federal Aviation Administration forecast expects the fleet of piston airplanes to decline 0.8 percent annually through 2037. (May 9, 2013) The Wichita Eagle File photo The Federal Aviation Administration said in a new report that the general aviation fleet is expected to grow, but at an anemic yearly pace, over the next two decades. Growth of the fleet, the report said, will largely be hobbled by piston airplanes. The FAA's 20-year forecast expects the general aviation fleet to increase from 209,905 airplanes and helicopters in 2016 to 213,420 in 2037, a weak 0.1 percent annual increase. During that period, turbine aircraft - business jets and turboprops - are expected to grow at an annual clip of nearly 2 percent a year. Offsetting turbine growth (and helicopters' annual growth rate of 1.6 percent) are piston airplanes. The piston airplane fleet is expected to shrink 0.8 percent annually, the FAA forecast said, or by 17,500 aircraft over the next two decades. The FAA uses input for its forecast from sources including its 2014 General Aviation and Part 135 Activity Survey, as well as discussions with industry experts, including Transportation Research Board meetings of Business Aviation and Civil Helicopter Subcommittees that convene annually in May and January, the FAA said. Read more here: http://www.kansas.com/news/business/aviation/article140040148.html#storylink=cpy Back to Top United Is Mothballing Perfectly Good New Aircraft Thanks to Delayed Seats Skift Take United's Polaris rollout may not go as quickly as originally planned thanks to a shortage of airplane seats. In the meantime, business travelers wait impatiently. United has been making much ado about its new premium Polaris product, but full integration of the new cabin into the airline's fleet is being held up thanks to a lagging supplier. According to Woody's Aero Images on Twitter, two of United's new aircraft are going into storage rather than out into operation thanks to a lack of available Polaris seats. United's Polaris seats are manufactured by Zodiac, a French company that specializes in aircraft interior design. Earlier this month, United's CEO Oscar Munoz admitted that he is "not happy" with the status of the relationship, reflecting his concerns about deliveries. Zodiac, for its part, has maintained that it can keep up with production despite a somewhat mixed history around timely deliveries. Last year, American Airlines canceled a contract with with the manufacturer after numerous delays, leading to an uneven rollout of its international business class. After similar difficulties at other carriers, Zodiac put itself up for sale in late 2016 and was purchased by Safran in January for $10 billion. Provided that the United-Safran relationship stays in tact, the production delays simply mean that fewer travelers will see the completed Polaris product before the end of the year. Currently, United has an additional 13 777-300 aircraft on order and according to Flightglobal, the airline plans to retrofit the Polaris cabin onto 69 777-200s and 767s. While the older aircraft wait for upgrades, many passengers will remain stuck in United's legacy business class layout with a 2-4-2 configuration - a largely unpopular cabin among the airline's business travelers. Irrespective of the delays, United's Polaris cabin continues to rake in rave reviews among passengers. On Saturday the airline launched inaugural international service with the aircraft on a new route between San Francisco and Hong Kong. Business travelers on that route, in stride, rejoiced. Everyone else will unfortunately have to wait. https://skift.com/2017/03/27/united-is-mothballing-perfectly-good-new-aircraft-thanks-to-delayed-seats/ Back to Top The UK aerospace sector is on track to soar to new highs in 2017 after a record last year Share 2016 was the sixth record year in a row - and the ADS expects 2017 to continue the trend (Source: Getty) The UK aerospace sector is on track to surpass the lofty heights of a record 2016 after a positive start to 2017. According to ADS, the trade body for aerospace, defence, security and space sectors, the UK industry has made a solid start to the year, recording deliveries of 100 aircraft in February, with a value of up to £2bn to the UK economy. The total delivered to customers this year so far is 169 aircraft - four under the total achieved in the first two months of last year, which was a record total, and major aircraft firms will look to rise their production rates as the year goes on. Current forecasts expect the final year total for commercial aircraft deliveries to be 1,528, ahead of 2016's 1,443, with the demand for aircraft unrelenting. The demand for aircraft is high - so manufacturers are under increasing pressure to deliver (Source: ADS) Orders of 43 aircraft recorded during the month helped to keep the number of aircraft on manufacturers' order books at the third-highest level recorded for civil aerospace. Paul Everitt, chief executive of ADS group, said: "Today's figures demonstrate continued success for the UK aerospace industry and good prospects for the rest of 2017. The industry is looking to build on 2016's record year for deliveries, as all major aircraft companies look to increase their production rates." Read more: UK government picks Norwegian as a preferred airline for business travel Everitt also acknowledged the uncertainty surrounding Brexit negotiations, with Theresa May set to trigger Article 50 on 29 March. "It will be vital for industry and government to work together to secure a good deal, one that gives companies in our sectors the confidence to invest and create more high value jobs in every region of the UK," Everitt said. http://www.cityam.com/261720/uk-aerospace-sector-track-soar-new-highs-2017-after-record Back to Top G500: Gulfstream's Next-Gen Jet More leg room, bigger windows, and the latest in entertainment. The completely redesigned $44.5 million Gulfstream G500. Gulfstream The $44.5 million Gulfstream G500, which made its first flight in May 2015 and is expected to earn its Federal Aviation Administration certification later this year, is soaring to new frontiers. The large-cabin, long-range G500 is, for example, capable of a top speed of Mach 0.925 (612 nautical miles per hour) at 40,000 feet. With the throttles pulled back to Mach 0.85 (562 mph), it can still travel 5,000 nautical miles nonstop with three crew members, eight passengers, and all of their luggage. That's the equivalent of flying from Los Angeles to London, or San Francisco to Tokyo. The stand-up, three-zone, 41.5-foot-long cabin can be configured to seat up to 19, and the cross section, at 95 inches wide and 76 inches tall, is about 7 in. wider and 2 in. taller than Gulfstream's older- generation long-haulers, the G450 and G550. The 14 oval main-cabin windows are 16% larger than on those aircraft, as well-the same size as those on Gulfstream's market-leading uber-barge, the $69 million G650. The G500 will also have the latest Wi-Fi/in-flight entertainment system, and monitors as large as 32 in. can be ordered. The G500's 27-in.-wide single seats have been refined with an all-new, highly contoured design aimed at reducing fatigue on long flights, and employ a new layering technique that improves the longevity of the cushions. The flexible seat frames can also be customized with variable foam density to accommodate different passenger sizes, and they come with comfortable footrests. The spacious 175-cubic-foot baggage compartment is reachable in-flight through the aft lavatory, which can be fitted with a shower. The flexible high-tech galleys are highly customizable and feature a large sink, a 4-cu.-ft. refrigerator, a microwave/convection oven, and an optional steam oven. A lower cabin altitude means less fatigue and jet lag. The pressurization system in the G500 provides a cabin altitude of 4,850 ft. and 100% fresh air at 51,000 ft., which means it's roughly cutting the cabin altitude of commercial airliners in half. Cabin noise is anticipated to be less than 50 decibels. That's about 10 fewer decibels than a Mercedes S Class at 70 mph, according to auto-decibel-dB.com. The G500 incorporates several firsts for a business jet. It is, for example, the first to be built with a data- concentration network, an architecture that cuts weight by significantly reducing cables and parts. It's also the first fitted with geared turbofan engines that significantly cut fuel burn, noise, emissions, and operating costs. (Go to Barrons.com for a review of Textron Aviation's new, $23.9 million Cessna Citation Longitude.) New features for the pilot include large icons and a center console that facilitates speed scrolling. Gulfstream The Pratt & Whitney Canada PW814GA engines on the G500 feature a state-of-the-art gear system that enables the engine fan to rotate more slowly while the low-pressure compressor and turbine operate at a high speed. That increases engine efficiency and delivers significantly lower fuel consumption-by as much as 20% compared with older-generation engines-while cutting emissions and noise. This increased efficiency also reduces the number of engine parts, among other things, and maintenance costs. According to Pratt, the new engines require 40% less scheduled maintenance and 20% fewer inspections than other engines in their class. The engines' operating condition and live-data feedback happens through the aircraft's automated health usage and monitoring system, or HUMS. With HUMS, irregularities are detected in real time, enabling them to be addressed quickly before they become bigger problems. The G500 also is the first Gulfstream to incorporate full digital fly-by-wire flight controls using active side- stick controls. Fly by wire, a technology first popularized on jet fighters like the F-16, routes pilot inputs through computers before they get to the aircraft's control surfaces. The result is smoother and more stable flying, while also preventing the aircraft from flying beyond its proscribed envelope. That makes it far less likely for bad things to happen-such as spilling coffee on the boss when the plane is climbing too fast, or, for that matter, crashing. The G500's cockpit is also a stylish melding of ergonomics, few switches, and high-tech touchscreens with Mr. Magoo-size icons. Seriously cool cursor-control devices in the center console facilitate speed scrolling-getting pilots the information they need, when they need it, and faster. For the customer, a cabin 7 in. wider and 2 in. taller than older-generation long-haulers. Gulfstream The G500 is more than just a new airplane. It's built in a new way, assembled in an all-new production facility in Savannah, Ga. The G500 uses, for example, 50% fewer parts and 80% fewer fasteners than the earlier G450/G550 aircraft. And it will soon have a powerful stablemate. The 6,200-nautical-mile-range, $55.5 million G600 made its first flight on Dec. 17, 2016; its certification is planned for 2018. The G600's cabin is almost 3 ft. longer than the G500's, making it a touch more comfy on those longer flights, but it features the same cabin cross section, advanced avionics, and engine technology that is aboard the less costly G500. This is a top ride at a very decent price. http://www.barrons.com/articles/g500-gulfstreams-next-gen-jet-1490407488 Back to Top Honda faces long haul to recoup jet costs FILE PHOTO : Honda Motor's HondaJet business airplane is seen at Honda Aircraft Company in Greensboro, North Carolina, U.S., November 11, 2016. REUTERS/Maki Shiraki/File Photo After three decades building an airplane from scratch, Michimasa Fujino, 56, chief engineer of the Hondajet, might have to reach a ripe old age to see Honda Motor Co's (7267.T) pet aviation project recoup its development costs. Honda has declined to reveal the costs, but the automaker has been researching aircraft development since 1986, and Richard Aboulafia, vice president of analysis at aerospace consulting firm Teal Group, thinks it has likely spent roughly $1 billion on the jet program since the early 2000s - more than double the $400 million typical for similar jets. A five-year delivery delay and developing its own engine bumped up the bill. The company that gave the world the Honda Civic, which revolutionized compact cars in the United States in the 1970s, is betting its $4.5 million dollar, six-seater light business jet, the first aircraft developed by an automaker since World War Two, will expand the fuel-efficient private jet market. The jet began deliveries in late 2015 and is priced slightly higher than competitors in the conservative light businessjet segment. "The biggest mistake people make when getting into the aircraft business is (thinking) that the cash hemorrhaging ends once you start delivering aircraft," said Aboulafia. "But very often, it increases," he said, citing marketing and production ramp-up costs. Fujino, CEO of Honda Aircraft Company, has said he expects it will take at least five years to start generating profits, and Aboulafia thinks it could take much longer to recoup sunk costs. "If they, miraculously, can generate $1 million in profit on each aircraft, then they need to sell 1,000 planes, after they build the (first 100 or so) aircraft that are unprofitable," he said. The project has depended on Honda's deep pockets. The automaker's net profit for the 2016 financial year was around $3 billion, more than triple that of Textron (TXT.N), maker of the rival Cessna Citation M2 jet. Honda hopes the project will have intangible benefits - varnishing its brand image to claw back automobile market share in North America, which has slipped below 10 percent in the past few years, and leveraging jet-engineering skills to raise the efficiency and performance of future car models. -For graphic on 'Business aircraft market' click: tinyurl.com/l33bspk NO TRACK RECORD Fujino acknowledges that customers, particularly first-time buyers, may need convincing. "We want to show customers that even though we don't have a history of selling aircraft, we're in the market because we have something new to offer," he told Reuters in an interview. "For us that's more important than having a track record." Businessjet operators have shown interest, as it would offer an upscale alternative to turbo prop jets, often used for small charter services. "The Hondajet would provide a new product for that segment, which is now mostly rattling around on old turbo props," said Richard Hodkinson, vice president of aircraft sales and acquisitions at aircraft services operator Clay Lacy Aviation in Van Nuys, California. "It wouldn't be bigger than a turboprop in terms of the cabin, but it would be new, it would be quiet, it would be more efficient, and you'd be in a jet." To sell the jet, Honda, which is targeting wealthy individuals and business owners, has taken a page from the auto industry playbook, establishing a dealership network across the Americas and Europe, though it plans to sell directly to fleet operators. "The car dealership model works for achieving high-volume, localized sales. The model may not be perfect, but Honda U.S. car sales have expanded by leveraging the strengths of the dealer system," said Fujino. Some think that could be a mistake. Established makers often sell directly to customers and offer maintenance and parts services through their own sales outlets, which takes time and resources to establish, but enables them to control quality and consistency of service. "You can't transfer the dealership model from the auto industry to aircraft," said Aboulafia. "You're sending a message that you're not going to be a big player ... If they want to develop a family of products and really get out there and be a force in the market, then it's a missed opportunity." LABOR OF LOVE Unlike the cheap-and-cheerful Civic, the Hondajet is marketed like an expensive sports car, presented on a slowly rotating platform in the company's delivery room, a pristine, high-ceilinged hangar at its headquarters in Greensboro, N.C. "The Hondajet is meant to evoke the image of being the sports car of business jets. We wanted it to have the 'wow' factor of a beautiful car," Fujino said late last year. The jet has been a labor of love for Fujino, who confounded industry colleagues with the craft's engineering masterstroke: engines mounted on the wings, not the fuselage, which reduces cabin noise and makes space for a full-sized washroom, a first in its segment. He also says he found an aerodynamic sweet spot for the engine placement, helping the jet use an average of roughly 15 percent less fuel than rivals, which include the Phenom 100, made by Brazil's Embraer SA (EMBR3.SA), and the Citation M2, its biggest competitor. In the delivery room, Fujino obsesses over every detail of presentation, angling the lighting to highlight the contours of the aircraft's softly pinched nose, inspired by a Ferragamo stiletto. He often personally hands over the keys to new owners and says he intends to keep that up even as annual production rises from around 25 now to perhaps 80 in the coming years, nearly double the Citation M2, according to Teal estimates. "I know the faces of all of our current customers," he said. http://www.reuters.com/article/us-honda-jet-idUSKBN16Y0CD Back to Top Back to Top Research Survey Dear Aviation Colleague, my name is Arjun Rao. I am research associate at the Center for Aviation Studies at the Ohio State University. My colleagues and I would greatly appreciate your response to a short survey to better understand pilots's use of weather information products during flight. Participation in this survey is voluntary. All answers reported in the analysis will not bear any connection to you or any response that you might provide. Thank you very much in advance for your participation on this survey. Your responses are greatly appreciated and will help our efforts to improve GA safety. The link to the survey is : https://osu.az1.qualtrics.com/jfe/form/SV_3yJ3oNLMYh4lO17 Please let me know if you have any questions/would like me to provide additional information. Once again, we appreciate your help. Regards, Arjun ************************************************** Arjun H. Rao, Ph.D. Research Specialist The Ohio State University Center for Aviation Studies Room 125, 140 West 19th Ave., Columbus, OH 43210 614-688-2634 rao.119@osu.edu https://aviation.osu.edu/ Back to Top POSITION: INTERNAL EVALUATION PROGRAM (IEP) EVALUATOR OVERVIEW The Internal Evaluation Program (IEP) Evaluator - Flight Operations conducts comprehensive, quality assessments of Endeavor Air's management systems to ensure they produce functional operations that are safe, compliant and meet the company's business needs. This position focuses primarily on Flight Operations and the Operations Control Center (OCC). RESPONSIBILITIES * Support regulatory compliance of the Flight Operations, OCC, and other departments as needed by identifying and assessing potential exposure to noncompliance findings by government agencies. * Perform in-depth evaluations, audits, and inspections as a part of an ongoing Internal Evaluation Program to continually assess the adequacy of managerial controls and processes in operations department systems and other functional areas of the company. * Conduct extensive research into existing company systems to assess where gaps may exist that may lead to safety, quality or regulatory deficiencies. The FAA quality attributes of System Safety will be used as a standard, as well as IATA's Standards and Recommended Practices (ISARPs). * Evaluations will include interviews with individuals at all levels of the organization (front line employees to company officers) in order to determine how well the current managerial systems are working. This will include in-briefing and out-briefing sessions to top department leaders when conducting full-scale evaluations. * Identify and issue findings, concerns and observations via the company's quality management software (Q-Pulse), with substantiating evidence, to help auditees determine the causes of deficiencies and to gain visibility to improvement opportunities in operational and safety systems. * Perform review of submitted Corrective Action/Preventative Action (CA/PA) responses to determine if the root cause analysis and corrective actions proposed by the audited manager are likely to be effective in correcting the discrepancy identified by the Evaluator in the CA/PA. * Perform follow-up evaluations of previously identified issues to assure corrective actions were completed and are effectively successful in preventing recurrence. * Verify the implementation of solutions and risk controls within a specific time. * Initiate, recommend, or provide resource assistance to those developing solutions to findings or concerns through process design, accountability elements or other best-practice components. * Document findings and concerns identified in reports and records. * Present IEP reports that present details regarding specific systemic problems and the assessed effectiveness of implemented controls, especially safety risk controls, or broader solutions. * Ensure Endeavor Air operational policies and procedures are in compliance with FAA regulations, company standards, partner carrier expectations and industry best practices. * Identify deficiencies and safety hazards in Endeavor Air operations programs and assist department managers, when appropriate, in developing action plans to correct those deficiencies. * Train others on the IEP team in specific areas of personal expertise to allow an exchange of investigative knowledge and process understanding. * Prepare monthly internal evaluation reports as specified by Safety Department management. * Provide oversight and assessment of SMS performance within functional areas being evaluated. * May involve long periods of sitting; computer work, in a typical office environment. * Other duties as assigned. JOB QUALIFICATIONS * Bachelor's degree or a combination of education and related experience * 2 years of management experience in airline flight operations or multiple years of management responsibilities in other industries * Airline transport pilot (ATP) certificate with turbojet rating preferred * Knowledge of 14 CFR Part 121 and Part 5 regulations and guidance, as applied to flight operations * Experience working as a quality assurance auditor or evaluator for an air carrier or within another industry preferred * Reliable and self-motivated * Analytical, interpretive and organizational skills * Ability to multi task efficiently and effectively to meet deadlines * Interpersonal, written and verbal communication skills and able to work with all levels of an organization * PC proficient in Microsoft Office software, specifically Word, Excel, and Outlook * Ability to work additional hours including evenings, weekends, and holidays, as needed * Some physical exertion such as pulling, pushing, reaching, bending, standing, walking and light lifting of boxes, bags, files, etc. not in excess of 30 lbs. * Up to 10% travel as needed HOW TO APPLY Please complete the online application at www.endeavorair.com/careers. Endeavor Air offers a comprehensive benefits package which includes medical, dental, vision, vacation, sick and much more. As a wholly-owned subsidiary of Delta Air Lines, Endeavor also offers free and reduced rate pass travel privileges on Delta Air Lines. Curt Lewis