Flight Safety Information March 29, 2017 - No. 064 Accident: Peruvian B733 at Jauja on Mar 28th 2017, hard landing, runway excursion, all gear collapse, Fire Incident: Fedex MD10 at Memphis on Mar 28th 2017, could not fully retract landing gear EASA aims to fine-tune safety-risk analysis U.N. aviation agency urges balance of security risk, safety in electronics ban How Flying a Drone Could Send You to the Slammer Even Graphene is aviation's future: Branson Canada dispatches team to Brussels to assess airplane laptop threat Essendon DFO plane crash: Flight For Life helicopter crash in Frisco that killed pilot was caused by hydraulic issue World Aviation Safety Summit to address key concerns Treat balloon pilots like other pilots. The World's Largest Passenger-Jet Window Is Being Developed for the BBJ uropean Association for Aviation Psychology (EAAP) Human Factors in Flight Safety Research Survey 'POSITION:...INTERNAL EVALUATION PROGRAM (IEP) EVALUATOR Position Available:...Director Safety Assurance. Why SpaceX's Next Rocket Launch Is a Really Big Deal Accident: Peruvian B733 at Jauja on Mar 28th 2017, hard landing, runway excursion, all gear collapsed, aircraft caught fire A Peruvian Airlines Boeing 737-300, registration OB-2036-P performing flight P9-112 from Lima to Jauja (Peru) with 141 people on board, landed on Jauja's runway 31 at about 16:40L (21:40Z) but veered off the runway, suffered the collapse of all gear and burst into flames coming to a stop after skidding on fire for some distance. The aircraft was evacuated. There were no injuries, the aircraft received substantial damage beyond repair. Passengers reported there were two strong impacts upon arrival. Local media report 29 occupants were taken to hospitals with injuries. Peru's Ministry of Transport and Communication reported the aircraft OB-2036-P had had a hard landing at Jauja Airport. All passengers and crew were evacuated and are well. A fire has been extinguished in the meantime. The Accident Investigation Commission is going to investigate the accident. The local public prosecutor reported there were no injuries and no casualties. Jauja Airport's Elevation is 11,034 feet/3363 meters MSL, the airport offers runway 13/31 of 2810 meters/9220 feet length. Only METAR available (no further weather data available): SPJJ 281124Z 00000KT 9999 SCT030 OVC050 09/08 Q1029= http://avherald.com/h?article=4a6d72d8&opt=0 ******************** Date: 28-MAR-2017 Time: 16:28 Type: Boeing 737-3M8 Owner/operator: Peruvian Airlines Registration: OB-2036-P C/n / msn: 25071 / 2039 Fatalities: Fatalities: 0 / Occupants: 141 Other fatalities: 0 Airplane damage: Written off (damaged beyond repair) Location: Jauja-Francisco Carlé Airport (SPJJ) - Peru Phase: Landing Nature: Domestic Scheduled Passenger Departure airport: Jorge Chavez International Airport (LIM/SPJC) Destination airport: Francisco Carlé Airport (JAU/SPJJ) Narrative: Peruvian Airlines flight 112 from Lima-Jorge Chavez International departed at 16:03 (local time) on a short domestic flight to Jauja Francisco Carlé Airport in Peru. After touchdown on runway 31 the airplane apparently veered off the right side of the runway. According to the airport authority, CORPAC, the right hand wing of the aircraft impacted the perimeter fence. Fuel began leaking from the wing and ignited. The passengers and crew members evacuated safely Whilst the fire spread, consuming a large part of the fuselage. https://aviation-safety.net/wikibase/wiki.php?id=194442 Back to Top Incident: Fedex MD10 at Memphis on Mar 28th 2017, could not fully retract landing gear A Fedex Federal Express McDonnell Douglas MD-10, registration N307FE performing flight FX-130 from Memphis,TN (USA) to Montreal Mirabel,QC (Canada), was climbing out of Memphis' runway 18C when the crew reported they had a problem with the right hand gear doors that didn't close. The aircraft levelled off at 10,000 feet and returned to Memphis for a safe landing on runway 18C about 25 minutes after departure. A replacement MD-10 registration N311FE 9.5 hours later. The occurrence aircraft is still on the ground 11 hours after landing back. http://flightaware.com/live/flight/FDX130/history/20170328/0845Z/KMEM/CYMX http://avherald.com/h?article=4a6d6b14&opt=0 Back to Top EASA aims to fine-tune safety-risk analysis Forty years after the worst accident in civil aviation history, European authorities are transitioning to a new method of assessing safety risk. Safety performance has typically been monitored through the blunt tool of counting accidents and serious incidents. But the European Aviation Safety Agency states that this method is "not a good risk measure". In a preliminary safety review covering 2016 the authority says the accident rate of European-operated commercial air transport has been broadly downwards since 2012, to around three per million flights. The overall number of accidents last year, 18, was the lowest figure for a decade but, in contrast, the number of serious incidents, more than 100, was the highest in the same period. "This increase was mainly attributable to occurrences relating to technical failures of aircraft systems, medical, runway excursion and loss of separation," says EASA. EASA says a new common risk-classification scheme due for implementation this year will "provide a better picture" of safety risks. The scheme emerged from a European Union directive requiring development, by May 2017, of a mechanism by which necessary rapid action could be identified through analysis of individual safety occurrences. "Such a scheme should help the relevant entities in their assessment of occurrences and in determining where best to focus their efforts," the directive states. IATA states that the commercial airline industry's accident rate declined to 1.61 per million flights last year, from the previous level of 1.79. It released its accident statistics days before the 40th anniversary of the Boeing 747 runway collision in Tenerife in March 1977, which resulted in over 580 fatalities and remains the highest-casualty accident in civil aviation history. The major jet accident rate increased slightly to 0.39, one of the parameters in which the association acknowledges the industry took a "step back". But the relative rarity of accidents means that the statistics are easily skewed by individual occurrences, highlighting the need for a more finely-tuned method of analysis. The European scheme is intended to collate occurrence reports in a format which will facilitate information exchange. EASA says: "The scheme will help to shift the focus to the probable potential harm of identified hazards to the European aviation system instead of directly measuring the severity of a realised outcome." https://www.flightglobal.com/news/articles/easa-aims-to-fine-tune-safety-risk-analysis-435675/ Back to Top U.N. aviation agency urges balance of security risk, safety in electronics ban FILE PHOTO - A Transportation Safety Administration agent looks over a passenger at San Francisco International Airport in San Francisco, California February 27, 2015. REUTERS/Robert Galbraith The United Nation's aviation agency on Wednesday urged regulators to weigh security and safety, after the United States and Britain imposed restrictions on several carry-on electronic devices on planes coming from certain airports in Muslim majority countries. A news statement published by the International Civil Aviation Organization stressed a balance between security "risk" and safety concerns, because "incidents involving devices containing lithium batteries may be more easily mitigated in the cabin than in checked baggage." On Tuesday, the U.S. Department of Homeland Security said passengers traveling from 10 airports in the Middle East and North Africa could no longer bring devices larger than a mobile phone such as a laptop into the main cabin, following reports that militant groups want to smuggle explosive devices inside electronic gadgets. A spokesman for British Prime Minister Theresa May later said there would also be curbs requiring electronic items to be transported as checked baggage on flights from six countries in the Middle East. The carry-on ban, while addressing security concerns, has some authorities worried about technical safety risks, such as lithium-powered goods catching fire in the hold. "Finding an effective balance between safety and security approaches is always a priority in global aviation," the ICAO statement said. While Montreal-based ICAO cannot impose rules, it sets safety and security standards for international aviation that are usually followed by the organization's 191 member countries. In 2016, ICAO announced a prohibition on shipments of lithium-ion batteries as cargo on passenger planes. Industry experts are now working to develop new and improved packaging standards that could be used to safely transport these batteries on planes. While lithium-powered consumer items like laptops are permitted in checked baggage, some ICAO staff have shared safety concerns with countries that are implementing or considering the electronics carry-on ban, said a source close to the aviation agency. ICAO has not decided whether to propose turning the carry-on electronics ban into a global standard, a second source said. Both sources spoke on condition of anonymity because they are not authorized to talk to the media. "ICAO and its member states will continue to review the evolving aviation security environment in the coming weeks," the statement said. http://www.reuters.com/article/us-usa-airlines-electronics-unitednation-idUSKBN16T33X Back to Top How Flying a Drone Could Send You to the Slammer Even When the FAA Says It's OK You may want to think twice about where you fly a drone the next time you travel across the U.S. Although the Federal Aviation Administration is in charge of regulating drones-as it regulates conventional airplanes-numerous states and local governments have been enacting their own drone rules. In some cases, these local drone laws conflict with the FAA's drone rules, resulting in hefty fines and even jail time even though the pilot may not be violating federal laws. That's one of the takeaways from new research on drone laws published Tuesday by research group The Center for the Study of the Drone at Bard College. The authors of the report examined several local drone ordinances established in recent years and discovered that 135 localities in 31 states have passed drone rules that impact over 30 million people living in those areas. Additionally, the report said that 24 localities list "jail time as a possible punishment" for violating their drone laws, even though the FAA considers those rules to be preemptable, meaning that the FAA believes that the federal law should overrule them. "The proliferation of these rules could have a destabilizing affect on the integration process," said center co-director Arthur Holland Michel in regards to creating a national airspace for drones. "It will be very hard to maintain a coordinated national airspace system with what the FAA describes as a patchwork quilt of local regulations." Congress Voted to Roll Back Internet Privacy Rules. Now People Are Looking to VPNs The FAA's current drone rules require hobbyists to register their drones in a national registry, fly the drones within their line of sight, and avoid restricted areas like airports or stadiums during sporting events. The FAA also created an app for people to see where they should or shouldn't be flying their drones. However, many of the local governments that created their own drone rules believe that the federal government's current rules do not adequately address issues like privacy, trespassing, and flying drones over another person's property, Michel said. In Aventura, Fla., for example, drone operators could face a $500 fine and up to a year in jail if they fly a drone at a public gathering or take photos of a person's house without their consent. In Beachwood, N.J., a person can be fined up to $1,000 and spend up to 90 days in jail for violating a similar drone law. Michel said that these local drone laws could impact business owners who use drones for purposes like inspecting rooftops for real estate projects. In these cases, the drone operator could record the adjacent property next to the home they are taking pictures of, which may result in a violation of the rules. Michel said part of the inspiration for the drone study stemmed from a barbecue with friends in Long Island. As he was chatting with people at the party, he realized that if he flew a drone to a nearby town, he "would suddenly be violating these rules and potentially face a punishment." "When you look up at the airspace you don't see any barriers," said Michel. "It is one big fabric, so to speak." It should be noted that while these local governments have enacted tough laws, "there have been very few cases of people jailed for drone use," he said. In February, a Seattle man was sentenced to 30 days in jail and a $500 fine when his drone accidentally hit a woman during a 2015 parade, in what was a rare occurrence of someone being arrested for recklessly flying drones. However, the often-conflicting local and federal drone rules pose potential problems if there is a legal dispute that puts the local government against federal authorities, Michel explained. The potential legal dilemmas may only worsen as the FAA attempts to establish a national drone air traffic management system with the help of NASA. Here are the reasons why. The FAA is "going to want a level of uniformity around the country in terms of the airspace that will probably run up against the many localities that see it as their rights to protect their citizens," Michel said. http://fortune.com/2017/03/28/drone-jail-local-laws-faa/ Back to Top Graphene is aviation's future: Branson UK billionaire entrepreneur Sir Richard Branson. File photo. UK billionaire entrepreneur Sir Richard Branson has raised the prospect of planes being made entirely from the so-called wonder material, graphene, within 10 years, as the airline industry labours under a 50% increase in fuel in the past year, sparking a desperate need for lighter fleets. The Virgin Atlantic president described the super-lightweight material as a "breakthrough technology" which, he said, could help revolutionise the airline industry and transform its cost base. Speaking in Seattle, where Virgin has just begun flights on a daily basis, Branson said: "Graphene is even lighter [than carbon fibre], many times lighter and many times stronger. "Hopefully graphene can be the planes of the future.10 years down the line. They would be massively lighter than the current planes, which again would make a difference on fuel burn." Graphene is a single layer of carbon atoms forming a regular hexagonal pattern and is extracted from graphite. It has a litany of uses and is said to be as light as a feather yet stronger than steel. The entrepreneur likened the push for graphene planes to urging Airbus and Boeing to make planes from carbon fibre, a battle he won. Boeing's latest 787 Dreamliner planes, which Virgin is flying on the London Heathrow-Seattle route, are made from 50% carbon fibre and other composite materials, as opposed to the traditional 100% aluminium. They use 30% less fuel than their standard alternatives. http://www.timeslive.co.za/thetimes/2017/03/29/Graphene-is-aviations-future-Branson Back to Top Canada dispatches team to Brussels to assess airplane laptop threat Transport Minister Marc Garneau has sent a team of officials to Brussels to assess intelligence information before deciding whether Canada should require passengers travelling from some Middle Eastern countries to pack all large electronic devices other than cellphones in their checked baggage. The United States and Britain have ruled that only cellphones and smartphones will be allowed in the passenger cabin of flights into the U.S. and Britain from a number of Muslim-majority countries. U.S. Homeland Secretary John Kelly passed on intelligence to Mr. Garneau in a telephone discussion on March 20 after the U.S. banned laptops on passenger aircraft arriving from 10 airports in eight countries. Canadian security agencies and Transport Canada assessed the intelligence and are now seeking further clarification. "My officials are in Brussels to attend meetings with a core group of allies and experts on the issue of banned electronics in the cabin of aircraft. We are carefully assessing information of concern with partners," Mr. Garneau said in a statement. No details have been provided on why the U.S. and Great Britain became alarmed about laptops on passenger planes, but it was reported by The New York Times that intelligence showed Islamic State is developing a bomb hidden in portable electronics. Mr. Garneau assured Canadians that their safety should not be a concern at this time. "We have in place enhanced and targeted security measures for flights destined to Canada in airports and countries around the world. This is normal practice, and such measures are in effect on almost every continent, including South America, Asia and Africa," he said. "Our government remains vigilant in continuously assessing our security measures and will not hesitate to take further action when needed." U.S. officials have told Reuters the information gleaned from a U.S. commando raid in January in Yemen that targeted al-Qaeda in the Arabian Peninsula (AQAP) included bomb-making techniques. AQAP, based in Yemen, has plotted to take down U.S. airliners and claimed responsibility for the 2015 attack on the office of Charlie Hebdo magazine in Paris. The group claimed responsibility for a Dec. 25, 2009, failed attempt by a Nigerian Islamist to down an airliner over Detroit. The device, hidden in the underwear of the man, Umar Farouk Abdulmutallab, failed to detonate. The U.S. ban affects flights from international airports in Jordan, Kuwait, Egypt, Turkey, Saudi Arabia, Morocco, Qatar and United Arab Emirates. About 50 flights a day will be impacted, all on foreign carriers. Britain's ban applies to domestic and foreign flights coming from Turkey, Jordan, Lebanon, Egypt, Tunisia and Saudi Arabia. Of the nine airlines affected by the U.S. ban, eight offer direct routes to Canada, through either Toronto's Pearson International Airport or Montreal's Pierre Elliott Trudeau International Airport. If Canada were to follow a similar ban, among the routes affected could be Turkish Airlines flights from Istanbul to Montreal, Royal Jordanian Airlines flights between Amman and Montreal and Qatar Airways flights between Doha and Montreal. Angela Gittens, director-general of airport association ACI World, likened the move to the years-long restrictions of liquids on planes, which she said also came suddenly, in response to a perceived threat, and caused some disruption. Airlines will adjust to the electronics policy, she said. "The first few days of something like this are quite problematic, but just as with the liquids ban, it will start to sort itself out." U.S. officials said the decision had nothing to do with President Donald Trump's efforts to impose a travel ban on six majority-Muslim nations. Homeland Security spokeswoman Gillian Christensen said the government "did not target specific nations. We relied upon evaluated intelligence to determine which airports were affected." On March 6, President Trump signed a revised executive order barring citizens from Iran, Libya, Syria, Somalia, Sudan and Yemen from travelling to the United States for 90 days. Two federal judges have halted parts of the ban, saying it discriminates against Muslims. Mr. Trump has vowed to appeal up to the Supreme Court if necessary. The rules do apply to U.S. citizens travelling on those flights, but not to crew members on those foreign carriers. Homeland Security will allow passengers to use larger approved medical devices. While Canada assesses the information that led to the U.S. and UK actions, the International Air Transport Association called for the ban to be a temporary measure. "The current measures are not an acceptable long-term solution to whatever threat they are trying to mitigate," Alexandre de Juniac, director general and chief executive officer of the association said in a speech in Montreal. "Even in the short term it is difficult to understand their effectiveness. And the commercial distortions they create are severe. We call on governments to work with the industry to find a way to keep flying secure without separating passengers from their personal electronics." Airlines are raising legitimate criticisms of the ban, Mr. de Juniac said. The two countries have placed the ban on flights from different airports and laptops are regarded as secure in some airplane cabins but not others, he noted. "We must find a better way. And governments must act quickly," he said. http://www.theglobeandmail.com/news/politics/canada-dispatches-team-to-brussels-to-assess-threat-of- laptops-on-airplanes/article34446689/ Back to Top Essendon DFO plane crash: Transport safety bureau finds no evidence of engine failure There is no evidence to suggest the plane that crashed into a Melbourne shopping centre last month experienced "pre-impact" engine failure or had pre-existing faults, a preliminary report says. Key points: * Investigation found no aircraft faults that could have caused crash * Pilot made mayday call, but voice recorder failed * Witnesses said take-off took "longer than normal" * The preliminary Australian Transport Safety Bureau (ATSB) report also revealed that pilot Max Quartermain made a distress call to the Essendon air traffic control tower soon after take-off, repeating the word "mayday" seven times. Four American tourists and Mr Quartermain died when the Beechcraft B200 Super King Air plane crashed into the DFO shopping centre at Essendon, in Melbourne's north, on February 21. The crash was described as Victoria's worst civil aviation accident in 30 years, but investigators have not determined what caused the plane to plunge into the back of shops and a car park opposite the busy Tullamarine Freeway. An overview of the crash site after a plane smashed into the DFO shopping centre at Essendon. PHOTO: An overview of the plane crash site at the DFO shopping centre near Essendon Airport. (Supplied: Australian Transport Safety Bureau) The ATSB report said on-site examination of the wreckage did not identify any pre-existing faults with the aircraft that could have contributed to the accident. "The examination found that the cores of both engines were rotating and that there was no evidence of pre-impact failure of either engine's internal components," the report said. "However a number of engine components were retained for further examination and testing." Recorded air traffic control radio calls revealed that the pilot broadcast a mayday call before the crash. "The pilot repeated the word 'MAYDAY' seven times within that transmission," the report said. "No additional information regarding the nature of the emergency was broadcast." An image shows the times, altitudes and speeds of the plane that crashed into the DFO shopping centre in Essendon. Jason Middleton, an aviation expert from the University of New South Wales, said no conclusions were drawn in such preliminary reports because more evidence could later be found. "There are other possible explanations for the fact that the engines may still appear to be operable," Professor Middleton said. "For example, there could've been a fuel supply problem. "That means either contaminated fuel or insufficient [fuel] or fuel pump failures or something of that nature." Take-off took 'longer than normal': witnesses The weather conditions were fine when the plane took off from Essendon Airport en route to King Island, Tasmania. The ATSB report said witnesses reported the take-off roll along the runway was "longer than normal". "That is an indication that something wasn't perfectly correct," Professor Middleton said. "The runway at Essendon is 1,500 metres long and it looks like, from the report, that the aircraft left the ground with approximately 400 metres of runway, which meant it had used up 1,100 metres of runway. "That is probably much longer than normal." After becoming airborne, the nose of the plane moved to the left, according to witnesses. Airservices Australia data indicated the plane reached a maximum height of about 49 metres above ground level while tracking in an arc to the left of the runway before crashing. The landing gear was extended and locked in place. The report also said there was no audio recording of the incident because the cockpit voice recorder failed. That failure is also under investigation. "Every company has a standard checklist for every airplane and there's no reason not to have the cockpit voice recorder on if you have it available," Professor Middleton said. "That's not suggestive of a pilot failure, maybe it wasn't working. "Not having that information doesn't help of course, because whilst there was a single pilot, he may have been mumbling to himself while he was doing what he was doing." The ATSB has identified 12 areas for further investigation. Areas for further investigation: * Examination of propellers, angle of blades at impact * Examination of engine, airframe components * Further interviews with witnesses * Analysis of witness reports * Review of plane's maintenance, operational records * Review of the weather conditions * Review of the approval of the shopping mall * Analysis of aircraft performance and other operational factors * Review of the pilot's medical and flying history * Review of operating processes, approvals * Determining the reason for the cockpit voice recorder failure * Further analysis of recorded information Chris Cowan, the chief executive of Essendon Fields - which includes Essendon Airport and the shopping centre - said the interim report had clarified some key facts. He said much of the speculation about the cause had been "wrong" and "not appropriate". There had been criticism that an airport should not be located in a densely populated area, and the ATSB is continuing to examine the planning approval of the shopping centre. However, Mr Cowan said the accident "could have happened at any airport in the world". "It's a reality of modern society that airports operate in close proximity to urban environments," Mr Cowan said. "Airport land use and air space planning always includes CASA [Civil Aviation Safety Authority] and Air Services approvals, based upon internationally accepted approaches." http://www.abc.net.au/news/2017-03-29/atsb-preliminary-report-essendon-plane-crash/8395820 Back to Top Flight For Life helicopter crash in Frisco that killed pilot was caused by hydraulic issue, NTSB finds * Pilot Patrick Mahany, of Silverthorne, had started as a Flight for Life pilot in 1987 The July 2015 crash in Frisco of a Flight for Life helicopter that left the pilot dead and two passengers seriously hurt was probably caused by a preventable hydraulic issue that stemmed from a preflight maintenance check, the National Transportation Safety Board said Tuesday. Federal investigators also found that the fiery crash was survivable, but that since the helicopter wasn't equipped with a crash-resistant fuel system, a post-impact blaze made it lethal. The NTSB also said that if the pilot, 64-year-old Patrick Mahany, had completed a "hover check" - as is procedure - while lifting off from the ground, "he would have identified the (hydraulic issue) at an altitude that could have afforded a safe landing." The NTSB released its findings during a hearing in Washington, D.C. The helicopter reached an estimated altitude of about 100 feet before it went down and immediately burst into flames, all in about 30 seconds. Mahany, of Silverthorne, had started as a Flight for Life pilot in 1987. He served as a scout helicopter pilot in the Vietnam War in 1971 and was awarded the Bronze Star and Purple Heart. Paramedic and flight nurse David Repsher and flight nurse Matthew Bowe were critically hurt in the July 3, 2015, crash. Attorneys for the pair say Repsher had 90 percent of his body burned in the post-crash fire while Bowe suffered severe internal injuries and permanent disabilities. The two have sued the helicopter's operator, Air Methods Corporation; the manufacturer, Airbus Helicopters S.A.S; and the distributor, Airbus Helicopters. The helicopter that crashed was an AS350 that was built in 2013. According to the NTSB, the crash stemmed from a preflight hydraulic check in which Mahany turned off a switch, cutting hydraulic pressure to the tail rotor hydraulic circuit. Federal investigators say they determined he "most likely did not return the ... switch to its 'On' position before takeoff, resulting in no hydraulic pressure in both the tail rotor servo control and the yaw load compensator accumulator, a lack of hydraulic boost to the pedals and significantly increased pedal loads." A video shows the helicopter lifting off and then yawing - or twisting - to the left nearly one full rotation before rising out of view. The craft, still out of view, continued rotating counterclockwise several times and, about 30 seconds later and back in view, crashed into a nearby recreational vehicle. The aircraft then burst into flames as its mangled wreckage was strewn across a parking lot. The NTSB says it found several safety issues that, if addressed, could have prevented the crash, including a lack of a cockpit warning to alert the pilot of the hydraulic issue. The agency also said there is a need for changes in the helicopter's tail rotor flight controls to "ensure pedal control hydraulic assistance" in the case of pilot error. Federal investigators also highlighted that, going forward, the type of Airbus helicopter involved in the crash needs to have better crash-worthiness protections, including spill-resistant fuel tanks. Most choppers certified after 1994 were required to have fuel system protections, but because of a loophole, the accident helicopter was not, the NTSB says. After the crash, the NTSB issued a safety recommendation to the Federal Aviation Administration to require that all newly manufactured helicopters have crash-resistant fuel systems. The FAA is still working to implement the regulation, officials say. "This accident involved multiple issues that together led to the results we have before us today," Acting NTSB Chairman T. Bella Dinh-Zarr said in presenting the agency's findings. "It is likely the helicopter's system that provides boost to the pedals was misconfigured prior to takeoff. The design of the accident helicopter did not provide an alert to the pilot of this misconfiguration." NTSB's recommendations To the FAA: Require that existing Airbus Helicopters dual-hydraulic AS350-series helicopters be equipped with a visual and an aural alert for the loss of hydraulic boost to the pedal controls, which would result in increased pedal loads. Require operators of Airbus Helicopters dual-hydraulic AS350-series helicopters to incorporate changes to the dual hydraulic system to both ensure pedal control hydraulic assistance and mitigate the possibility of pilot error during any check of the hydraulic system. To Airbus Helicopters: For newly manufactured dual-hydraulic AS350-series helicopters, assess and implement changes to the dual hydraulic system that would both ensure pedal control hydraulic assistance and mitigate the possibility of pilot error during any check of the hydraulic system. For existing dual-hydraulic AS350-series helicopters, assess and implement changes to the dual hydraulic system that would both ensure pedal control hydraulic assistance and mitigate the possibility of pilot error during any check of the hydraulic system. To the Association of Critical Care Transport: In collaboration with the Association of Air Medical Services and the Air Medical Operators Association, establish a working group to develop and distribute guidelines, for those who purchase, lease and contract for helicopters, regarding the equipment and systems that would enhance the helicopters' crashworthiness, including, at a minimum, a crash-resistant fuel system and energy-absorbing seats. To the Association of Air Medical Services and the Air Medical Operators Association: Work with the Association of Critical Care Transport to establish a working group to develop and distribute guidelines, for those who purchase, lease and contract for helicopters, regarding the equipment and systems that would enhance the helicopters' crash worthiness, including, at a minimum, a crash-resistant fuel system and energy absorbing seats. http://www.denverpost.com/2017/03/28/flight-for-life-crash-caused-by-hydraulic-issue/ Back to Top World Aviation Safety Summit to address key concerns Crisis communications and the auditing and oversight of safety management systems will be among the many topics discussed by top industry leaders at the fifth edition of the World Aviation Safety Summit, taking place in Dubai this April. The World Aviation Safety Summit 2017 will highlight key approaches to audiences consisting of local and international stakeholders such as regulatory authorities and airline operators. The Masterclasses come as part of the annual summit's efforts to provide a platform for leading experts to discuss the latest industry trends, insights and international best practices. Accidents or serious incidents with passenger or cargo aircraft often attract overwhelming public interest, especially now in the age of social media. Therefore, it comes as no surprise that the International Air Transport Association (Iata) recommends companies be prepared to engage proactively with the news media and other audiences, as delay or hesitation in response may damage an organization's reputation and business. Donald Steel, associate director of Crisis Communications at Kenyon International Emergency Services, will deliver the Crisis Communications and Reputation Management Masterclass, addressing the challenges and presenting the latest best practices when communicating during a crisis. With wide experience in crisis communications and aviation responses to emergency situations, Steel will provide expert insight and experience into some of the most relevant issues in the field. This includes preventing and minimising reputational damage, developing communications plans and methods of evaluating levels of crises, and setting up crisis communications nerve centres. Transitioning from the reactive to the proactive, aviation Safety Management Systems (SMS) are a systematic approach to managing safety, including the necessary organisational structures, accountabilities, policies and procedures. The International Civil Aviation Organization (ICAO) requires all aviation service providers to establish an SMS that is accepted and overseen by their State. Conducting the Auditing and Oversight of Safety Management Systems Effectiveness (SMS) Masterclass, Vangelis Demosthenous brings wide academic and practical experience in safety management to the summit. With an MSc in Human Factors and Safety Management and having established his firm Kratis Training and Consulting Ltd., Demosthenous will address the knowledge, methodologies and skills required for auditing and overseeing an effective SMS. Nick Webb, managing partner at Streamline Marketing Group, the event organisers, said: "These Masterclass sessions are yet another way in which WASS has established itself as an excellent platform for industry experts and global thought leaders to come together and make a genuine difference to the industry. The sessions offer leading experts in key fields of aviation safety the opportunity to address challenges in a range of fields with local and international stakeholders. We look forward to welcoming attendees in Dubai for the first edition of the WASS Masterclasses." The Masterclasses will be held on April 9 and 10, ahead of the summit hosted by the Dubai Civil Aviation Authority at the InterContinental Festival City on April 11 and 12. - TradeArabia News Service http://www.gdnonline.com/Details/196975/World-Aviation-Safety-Summit-to-address-key-concerns Back to Top Treat balloon pilots like other pilots A view of the hot air balloon crash site, Monday Aug. 1, 2016, where 16 people were killed on Saturday July 30, 2016 near Maxwell, Texas in Caldwell County. Alfred "Skip" Nichols wasn't allowed to drive a car. He shouldn't have been allowed to pilot a commercial hot air balloon. That basic premise is the starting point for addressing the obvious safety issues with commercial balloon flights, which are more dangerous than other forms of commercial flight. Nichols was the pilot in a tragic commercial balloon crash that killed 16 people last summer near Lockhart just outside of Austin. He had numerous past drunken driving convictions in Missouri, and prior to the fatal flight Nichols had taken what one doctor has called a "witches' brew" of prescription drugs, including Valium, Prozac and oxycodone. He should never have been piloting a nine-story-tall balloon with a gondola big enough to carry 16 passengers and a pilot. He should never have been allowed to launch on a foggy July morning with visibility so limited he failed to see power lines. Federal Aviation Administration officials have repeatedly rebuffed efforts to better regulate commercial hot air balloon flights. In the past, the National Transportation Safety Board had pleaded with the FAA to regulate commercial balloon operators, citing recurring safety issues and predicting a tragedy like this would happen without better oversight. The FAA recently issued a statement to Express-News investigative reporter John Tedesco, saying better regulations would not have prevented the Lockhart tragedy. The agency's argument is twofold: Better regulations would be based on flimsy self-reporting. Second, that the number of commercial hot air balloon flights are relatively small, and therefore so is the risk of tragedy. It's not factually wrong to make such assertions, of course. But it's also not really intellectually honest to say there is nothing to be done. The FAA's response is incomplete, reflecting entrenched flawed policy. True, as the FAA asserts, better regulations might not have prevented the Lockhart tragedy. But they might have. They certainly would create a more professional environment, which would improve safety standards. True, as the FAA asserts, there aren't nearly as many commercial balloon flights as airline or helicopter tours. But it's also true the crash rates for balloons are higher than for private and corporate aircraft. Also, the general public probably isn't aware it is much easier to get a pilot's certificate to fly a commercial balloon than other forms of flight. Perhaps that's why pilot error accounted for more than half of the 140 private and commercial balloon crashes since 2005, Tedesco found after scouring aviation records. Nearly 1 in 5 incidents involved power lines. In that time, 70 passengers and pilots have been killed or injured. It only makes sense to place commercial balloon pilots on par with other commercial pilots who conduct tours in terms of flight hours, medical tests and background checks. Whether the 16 passengers are in a hot air balloon or a private plane for a tour, the risks and purpose are the same. Pilots should have to qualify for a "letter of authorization" from the FAA, ensuring they meet basic expectations of passengers when it comes to experience and safety. The FAA also needs to regulate the size of these balloons. As Tedesco reported, some can be as large as 11 stories tall in an effort to carry more passengers. Nichols' balloon was nine stories tall and would regularly hold 12 to 14 passengers. Finally, there is the issue of ensuring the public is aware of a pilot's history. The Balloon Federation of America is developing a pilot rating system for consumer review, but Tedesco found flaws in this voluntary system. The FAA should require commercial pilots to disclose all crash history, if any, to potential passengers, as well as require an annual background check. There is a strong anti-regulatory sentiment in Washington, D.C., which does not portend well for greater oversight of anything, especially something as "small" as the commercial balloon industry. But doing nothing is not a solution - as the FAA's past resistance on this issue shows. Doing nothing is an invitation to more fatal crashes. The families who lost loved ones in the Lockhart crash undeniably wish someone had done something. It simply makes no sense not to hold commercial balloon pilots to the same standards as other commercial pilots. Nichols wasn't allowed to drive a car. Why was he allowed to fly a commercial hot air balloon with 16 passengers? http://www.mysanantonio.com/opinion/editorials/article/Treat-balloon-pilots-like-other-pilots- 11026425.php Back to Top The World's Largest Passenger-Jet Window Is Being Developed for the BBJ SkyView will be available for the BBJ, BBJ 2, and all three versions of the BBJ Max The SkyView Panoramic Window-the largest window available for any passenger jet-will offer Boeing Business Jet passengers an expanded view of the world below. At 54.5 inches by 19.5 inches, the SkyView is slightly more than three times wider than a standard window and about 40 percent taller. Boeing will be able to install as many as two pairs of the windows (each directly opposite the other) in a choice of locations aft of the wing. The windows are made of acrylic and produced by GKN Aerospace's Fokker Technologies division, which has supplied all Boeing windows since 1996. Fokker treats each window's surface with an abrasion- resistant coating so that it remains clear. Custom blinds can be installed, in case the window allows too much light into the cabin. The SkyView will be available for the BBJ, BBJ 2, and all three versions of the BBJ Max, including the new BBJ Max 7. It can be ordered as a retrofit for the existing fleet or as an option on new aircraft. The window will be installed during the custom completion process, not during the aircraft's production at the Boeing factory. It's still undergoing development and certification, so pricing is not yet available. First completions are expected in 2018. (boeing.com, fokker.com) https://robbreport.com/aviation/worlds-largest-passenger-jet-window-being-developed-bbj Back to Top Trump's Favorite Fighter Jet Keeps Starving Pilots of Oxygen Navy still has no solution to recurring 'physiological events' Trump favors Boeing's Super Hornet over Lockheed's F-35C U.S. Navy crew members stand on deck as a F-18 Super Hornet fighter plane takes off from the deck of USS George Washington. Source: Pool via Getty Images As President Donald Trump pushes for the Pentagon to buy more of Boeing Co.'s F-18 aircraft, the U.S. Navy is grappling with an escalating problem: Pilots suffering potentially dangerous oxygen deprivation or a loss of cabin pressure in the fighter jets. All F-18 models, including the Super Hornet that Trump has championed, have shown steady annual increases in what the Navy calls "physiological episodes," according to service testimony obtained by Bloomberg News. What's more, the data show that incidents of oxygen deprivation and cabin decompression have escalated in the last year, while service officials work to determine the root cause of the in-flight problems. Trump's promotion of the Super Hornet began in December, when the president-elect said in a Twitter posting, "Based on the tremendous cost and cost overruns of the Lockheed Martin F-35, I have asked Boeing to price-out a comparable F-18 Super Hornet!" Translating Trump's request into action, Defense Secretary James Mattis commissioned a review of improvements that would "provide a competitive, cost effective, fighter aircraft alternative" to the F-35C, the Navy version of Lockheed Martin Corp.'s Joint Strike Fighter. "Since May 1, 2010, all models" of the F-18 "show steady, yearly increases in the number of physiological episodes," according to a staff memo prepared in advance of a hearing Tuesday of a House Armed Services subcommittee. Navy officials testifying before the committee called the problem the "No.1 safety issue." "I am concerned about this growing trend -- one that has a significant effect on readiness and one that needs to be fixed," Representative Mike Turner, the Ohio Republican who leads the Tactical Air and Land Forces subcommittee, said in his opening statement. Despite good-faith efforts, the "lack of overall progress" is "of great concern," said Representative Niki Tsongas, the panel's top Democrat. Past Problem This isn't the first time a high-performance U.S. military aircraft that flies at high altitudes has run into such episodes. In 2012, the Air Force had to track down a mystery after at least a dozen pilots flying Boeing's F-22 Raptor fighters became dizzy and disoriented. The service eventually determined a valve that regulated oxygen flow into the Raptor pilot's pressure vest was too weak to prevent the vest from inflating unnecessarily and restricting the pilot's ability to breathe. The newest versions of the F-18 -- the Super Hornet and the Growler, which is tailored to jam an adversary's electronics -- "appear to have challenges in regards to hypoxia," according to the memo on the problem written by staff members of House subcommittee. Hypoxia is a deficiency in the amount of oxygen reaching the body's tissues. Older versions of the plane, the A through D models, have problems with cabin pressure. Decompression sickness occurs due to cockpit depressurization at altitude and the resulting formation of nitrogen bubbles in the body's venous system and other organs. The incidents point to the plane's environmental control system. The rate of reported occurrences of the physiological episodes per 100,000 flight hours almost doubled in the year ended Oct. 31 from the previous year on older F-18 models. They doubled on the newest Growlers and increased 11 percent for the newer Super Hornet. That resulted in 45 instances for the Super Hornet versus 39 the previous year, according to Navy statistics obtained by Bloomberg. The trend continued in the three months since Nov. 1, with nine incidents reported by Jan. 31 during 28,600 hours of flying. The Super Hornet and Growler issues "would appear to point to the onboard oxygen generating" system to which the Navy' has made changes, the staff memo said. "We are working closely with the Navy's Physiological Episode Team to help identify root causes of physiological episodes and their solutions," Caroline Hutcheson, a spokeswoman for Chicago-based Boeing, said in an email. "We take safety in flight very seriously and will continue to assist the Navy on the way forward." 'Reduced-Oxygen Training' The Navy is conducting "fleet awareness" briefings for pilots and "has enhanced reduced-oxygen training so that pilots can more quickly determine when he or she is having symptoms of hypoxia," according to the congressional staff memo, which said the service has installed chambers on two aircraft carriers to provide therapy "to pilots that have been exposed to decompression." "Moving forward, we will continue to fly while applying every resource to solve this challenging problem," the top aviation officials for the Navy and Marine Corps said Tuesday in a prepared statement. A 62-person "Physiological Episode Team" set up in May 2010 continues assess root causes and solutions, the service officials said. Of the 383 episodes evaluated by the Navy team so far, 130 "have involved some form of contamination," 114 involved an environmental control system component failure, 91 involved "human factors" and 50 concerned a component failure with the on-board oxygen generating system, the officials said. An additional 13 involved a breathing-gas delivery component failure and 76 were inconclusive or involved another aircraft system not directly related to the breathing system, the officials said, with more than one cause found in a number of instances. https://www.bloomberg.com/politics/articles/2017-03-28/pilots-short-of-oxygen-keep-vexing-boeing-f-18- jet-trump-favors Back to Top European Association for Aviation Psychology (EAAP) Human Factors in Flight Safety: SMS, Risk Management and Safety Investigation - Initial Training Course, Barcelona, 12-16 June, 2017 Special Note: An Early Bird discount of 200 EUR will apply to all registrations received by 12 May 2017. The course will be kindly hosted by GTD at their modern company headquarters located in 'El Poblenou', a beachside area just four kilometres from the centre of Barcelona. (GTD website: http://www.gtd.eu/) Full details of the course, including the Registration Form, are contained in the 2017 Course Information Brochure, which is available from the EAAP website: http://www.eaap.net/read/3566/initial-human- factors-in-flight-safety.html Please note that completion of this training course is recognised by EAAP as contributing towards certification requirements for those wishing to become an EAAP-certified Aviation Psychologist or Human Factors Specialist. The first of these EAAP training courses was conducted at Ispra, Italy, in 1999, and since then the course has been held regularly in locations including Luxembourg, Stockholm, Madrid, Lisbon, Interlaken, Dublin, Dubai and Barcelona, with more than 400 participants attending to date. Each year the course content is updated to reflect the latest thinking, and highlight future developments, in human factors and integrated safety management in both civil and military aviation. In 2017, the experienced team of Dr Rob Lee and Brent Hayward will conduct the course on behalf of EAAP. As detailed in the Course Registration Brochure, EAAP members are offered reduced registration fees for the course, and there is also a significant additional "Early Bird" discount for those who register by 12 May 2017. Course participant numbers are limited, so those wishing to attend are encouraged to register as soon as possible. Those with any questions about the course, please email Brent Hayward: bhayward@dedale.net 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 Compass Airlines, LLC 7500 Airline Drive, Suite 130 Minneapolis, MN 55450 compassairline.com 612-713-6880 Manager of Safety Programs Compass Airlines is seeking a Manager of Safety Programs to join our team at our Minneapolis, Minnesota - Headquarters location. We are looking for an innovative and technical individual, with exceptional business judgment, as well as the initiative and competence to make a significant contribution to the Compass organization. Job Purpose: The Manager of Safety Programs reports to and assists the Director of Safety (DOS) in managing daily operations of the Compass Airlines Safety Department to ensure the highest level of safety and regulatory compliance at Compass. The position represents senior management in the accident investigation process and supports the Director of Safety in the performance of critical safety, emergency, instructional and analytical functions required by FAA, NTSB, DOD, OSHA, EPA, and corporate policies. Job Qualifications: Required: Bachelor's degree (BA or BS) or equivalent in Aviation Safety, Engineering, Management or in a similar program whose major emphasis is safety and systems analysis applicable to the major aviation technical areas; or an equivalent combination of education and experience. Airline experience is required, reflecting extensive operational experience in aviation and a broad knowledge of Federal Aviation Regulations. Normally this experience will be gained through a combination of formal education and experience gained through service in either an operational position requiring FAA certification, i.e. as a flight deck crewmember, aviation mechanic, dispatcher, safety investigator, or an airline position(s) providing equivalent exposure and experience. The ability to lead large and small groups with assurance and clarity. The ability to take the initiative in sometimes intellectually and emotionally trying situations. The ability to speak for the Company and in professional and public forums relating to aviation safety and regulatory activities. Advanced mathematical and analysis competency. Experience with advanced database, root cause analysis, and aviation control, scheduling and tracking software systems. Experience with business software including: MS Word, Excel, Outlook, and Powerpoint. Preferred: Experience with Safety Management Systems and 14CFR Part 5 Computer programming experience. Experience with aviation safety programs such as Flight Operational Quality Assurance (FOQA), Aviation Safety Action Program (ASAP), Internal Evaluation Program (IEP). Experience with investigations of accidents and incidents to include root cause analysis. Experience conducting risk assessments. Physical Demands: The position involves prolonged periods during which individuals are either working with their computer while seated at a desk or standing in front of a group of people teaching and/or leading discussions. The position involves occasional travel to conduct investigation and audit duties in airline terminals, aircraft hangars, airport ramps, and incident/accident sites that may require stamina and dexterity for their successful accomplishment. Job Knowledge, Skills, & Abilities: Overall Knowledge of Aviation Safety : Flight Operations Safety Ground Operations Safety Maintenance Operations Safety OSHA Regulations and Safety Recommendations FAA Regulations with regard to Aviation Safety and Safety Management Systems Fatigue and Fatigue Risk Mitigation Familiarity with the NTSB investigative process and ICAO Annex 13 on Accident Investigations Communication Skills Excellent verbal and written communication and presentation skills are required. Organizational and Leadership Skills Must have effective interpersonal and organizational skills. Must display advanced leadership skills appropriate to all organization levels, inside and outside the company. Must have above average skills in the planning and organization of analyses and investigations and similar level skills regarding attention to timetable and detail in the performance of such activities. Problem Solving/Analytical/Reasoning Ability Must have ability to apply knowledge and common sense in understanding and dealing with employees and customers. Must deal with all situations diplomatically and professionally. Must possess above average analytical and organizational skills. APPLY HERE Back to Top Position Available: Director Safety Assurance Job Title: Director Safety Assurance Location: Seattle Role Summary The Director Safety Assurance leads the safety risk management (SRM), employee injury prevention, OSHA compliance program, Aviation Safety Action Program (ASAP), and supports the overall implementation and sustainability of Alaska Air Group's Safety Management System (SMS). This Director drives safety process innovation to ensure the system for capturing safety risk is proactive and robust to avoid negative outcomes. Scope & Complexity * This position supports highly complex safety and risk management activities for Alaska Air Group (AAG) and its subsidiaries. Key Duties * Directs the sustainability and improvement of AAG's Safety Management System (SMS) and the Aviation Safety Action Program (ASAP). o Leads and facilitates cross-divisional safety risk management (SRM) reviews. o Advises and supports cross-divisional safety management system (SMS) executive safety review boards (ESRB), safety review boards (SRB), and division analysis groups (DAG) with key enterprise safety performance metrics. o Maintains a strong and transparent relationship with the FAA on SMS performance. o Supports and consults with the Internal Evaluation Program on safety risks through regular updates with Audit Program leadership. o Prepares and presents safety risk analysis reports to Board Safety Committee and management. o Provides analysis and updates to periodic (e.g., daily, weekly, monthly, quarterly, etc.) executive safety performance reports. o Serves as the primary AAG liaison to industry and regulatory bodies on SMS. * Leads the safety analysis program through the application of sound risk management principles and sustainable mitigation strategies. o Develop risk-based tools and techniques to strengthen operational programs, processes, and controls. o Directs and coordinates cross-divisional safety investigations and ensures adequate evidence to support root-cause analysis/findings. o Creates a system for the robust analysis of safety performance and ensures transparency of mitigation efforts. o Supports safety communication and promotion efforts to ensure all employees are aware of company safety campaigns, initiatives, and programs. * Directs all code-share safety monitoring of AAG's foreign and domestic partner airlines to ensure a single level of safety across the alliance network. * Coordinates and supports external reviews of company operating divisions, including the biennial Department of Defense (DOD) and IATA Operational Safety Audit (IOSA) evaluations. * Manages the safety Performance Based Pay (PBP) system. * Team Management & Development o Cultivates and motivates direct/indirect reports through coaching, mentoring, and by providing regular and meaningful feedback. o Identifies and provides career development opportunities through developmental assignments and formal/informal training. * Performs special analyses and reviews, including system implementations and/or safety and compliance investigations. Job-Specific Skills * Required o A minimum of 6 years of applicable experience in aviation, airline operations, aviation safety, or managing a Safety Management System (SMS). o Proven ability to quickly understand complex airline operational processes. o Proven experience directing and implementing change management initiatives. o Experience leading high-performance teams. o Experience leading safety and compliance investigations. o Demonstrated ability to quickly scope situations, develop an accurate understanding of risks, and develop plans responsive to those risks. o Ability to engage with and establish credibility with business partners at the most senior/executive level. o Minimum age of 18. o Must be authorized to work in the U.S. * Preferred o Lean or Six Sigma certification is preferred. o Safety or Auditor Certification is preferred (e.g., Certified Safety Professional (CSP), Certified Quality Auditor (CQA), etc.) o FAA Airmen Certification is preferred. Job-Specific Leadership Expectations * Embody our values to own safety, do the right thing, be kind-hearted, deliver performance, and be remarkable. o Strong communication (e.g., verbal, written, presentation) and interpersonal skills, with the ability to create collaborative relationships that drive outcomes in the best interest of the company, with others in the organization, and with key external business partners. Education * High school diploma or equivalent is required. * A Bachelor of Arts or a Bachelor of Science degree is required. * A Master of Arts or a Master of Science degree is preferred. APPLY HERE Back to Top Why SpaceX's Next Rocket Launch Is a Really Big Deal Since its inception, SpaceX has been working toward developing reusable rockets. From a fiscal standpoint, the move makes a tremendous amount of sense: Not having to pay tens of million dollars to build a new first stage booster every time you launch is cost-effective, and would make launches a hell of a lot easier as a result. On Thursday, SpaceX will finally take the plunge-or rather, launch-and attempt to send off and land a Falcon 9 rocket that was used last April to send a Dragon cargo capsule to the International Space Station (ISS). If SpaceX is successful, this will mark the first time a reusable rocket has ever been launched into orbital space and landed upright. "If one can figure out how to effectively reuse rockets just like airplanes, the cost of access to space will be reduced by as much as a factor of a hundred," Musk is quoted as saying on SpaceX's website. "A fully reusable vehicle has never been done before. That really is the fundamental breakthrough needed to revolutionize access to space." Since December 2015, the company has successfully landed Falcon 9 first stages on eight separate missions, first at land and later, in a more technically challenging feat, on a drone ship at sea. It charges companies roughly $60 million to carry a payload, but in the case of this week's launch, SpaceX cut European-based telecom satellite operator SES a steep discount due to the refurbished rocket, according to a report by Spaceflight Now. If all goes according to plan, without any delays, mishaps or explosions, the Falcon 9 will ferry the SES-10 communications satellite into orbit later this week. Reusability makes a lot of sense-so why has it taken the aerospace industry so long to achieve? To be fair, Jeff Bezos' aerospace company, Blue Origin, successfully launched and landed its New Shepard rocket on five separate occasions in less than a year-but those were all suborbital flights. It's also worth noting that NASA's Space Shuttle, with its twin solid rocket boosters, was also a reusable launch vehicle. Still, no one- and there are a lot more companies in the rocket game than there were when SpaceX was founded in 2002-has yet to ace an orbital mission with a reusable rocket that lands upright. "With the launch this week, what's being reused is the first stage," Bobby Braun, dean of the College of Engineering and Applied Science at the University of Colorado Boulder, told Gizmodo. "So when we say 'reusable rockets,' ultimately, what the industry is building toward is a completely reusable rocket, so we'd reuse the first stage, the second stage, etc. But the first stage has the biggest and the most expensive engines." Reusing rockets could lead to cheaper launches for commercial satellites and government partners-SpaceX has hinted at giving its customers discounts of up to 30 percent for reusable rockets. And ultimately, if we're going to send loads of humans live on Mars, as Elon Musk clearly intends to, we need much cheaper systems for launching payloads into orbit. "If a company like SpaceX, Blue Origin or NASA or the airforce can reduce the cost of launch, it has a major ripple implication across the whole space enterprise," Braun said. "The launch is exciting in and of itself, and I think the whole space community is rooting for SpaceX to be successful, not only on its own merits, but because of this ripple [a successful launch] could have across the whole economy." Things are generally looking good for the big launch. On Monday, SpaceX conducted a successful static fire test of the Falcon 9 booster on pad 39A at NASA's Kennedy Space Center in Florida. Braun feels optimistic, too. "I think the odds of success are very good. I think they're the same as if it was the first time a system was being used. Spaceflight is a risky proposition...but you'd put a reused first stage through the same process you would with a new first stage. And if it passes the test, it's spaceflight qualified." The launch window begins Thursday at 6pm EDT and closes at 8:30pm EDT. We'll be watching-as always, ad astra, SpaceX! http://gizmodo.com/why-spacexs-next-rocket-launch-is-a-really-big-deal-1793714450 Curt Lewis