Flight Safety Information May 10, 2017 - No. 094 Incident: Blue B734 at Bucharest on May 9th 2017, bird strike Accident: American B738 near Dallas on May 8th 2017, loss of cabin pressure causes 16 injuries. Incident: Gol B738 at Recife on May 8th 2017, smell of smoke EVAS - Cockpit Smoke Protection Cessna 208B Grand Caravan EX Landing Accident (Costa Rica) U.N. aviation agency seeks global approach to laptop ban Michigan criminalizes shining laser pointers at aircraft Clockwork Research publishes 'A Framework for Investigating Fatigue' ATSB investigator orders more checks of Toll and Virgin Australia's turboprop aircraft Allegiant Air flight suffers problem with critical component in April 22 emergency Near miss incidents: Taking steps for the flight of safety (India) As China Unveils Its First Airliner, Private Pilots Look for a Boost Too 2 pilots imprisoned over near-accident on Independence Day Judge Orders Pilots for Spirit Airlines to Resume Flying After Hundreds of Cancellations Boom! Supersonic Passenger Jet Coming by 2020.At Mach 2.2, China to develop 'modern' version of the legendary Antonov An-225 USU could have Master of Aviation Science by 2018 Research Survey Graduate Research Survey Incident: Blue B734 at Bucharest on May 9th 2017, bird strike A Blue Air Boeing 737-400, registration YR-BAE performing flight 0B-113 from Bucharest Otopeni (Romania) to Valencia,SP (Spain) with 143 people on board, was climbing out of Otopeni's runway 08R when the crew reported they suspected a bird strike and stopped the climb at 3000 feet. The aircraft burned off fuel and returned to Otopeni for a safe landing about 55 minutes after departure. A replacement Boeing 737-400 registration YR-BAK reached Valencia with a delay of 7 hours. The occurrence aircraft was able to resume service about 10 hours after landing. http://avherald.com/h?article=4a8bf2a6&opt=0 Back to Top Accident: American B738 near Dallas on May 8th 2017, loss of cabin pressure causes 16 injuries An American Airlines Boeing 737-800, registration N925AN performing flight AA-2549 from Boston,MA to Dallas Ft. Worth,TX (USA), was enroute at FL380 about 160nm northeast of Dallas Ft. Worth,TX when the crew initiated a rapid descent to 10,000 feet due to the loss of cabin pressure. The aircraft continued to Dallas Ft. Worth for a safe landing about 30 minutes after leaving FL380. The FAA reported a flight attendant and 15 passengers received unknown injuries, the aircraft sustained no damage. http://flightaware.com/live/flight/AAL2549/history/20170508/0900Z/KBOS/KDFW http://avherald.com/h?article=4a8bcdc3&opt=0 Back to Top Incident: Gol B738 at Recife on May 8th 2017, smell of smoke A Gol Transportes Aereos Boeing 737-800, registration PR-GUF performing flight G3-1613 from Recife,PE to Sao Paulo Guarulhos,SP (Brazil), was climbing out of Recife's runway 18 when the crew stopped the climb at 5000 feet reporting smell of smoke and returned to Recife for a safe landing on runway 18 about 12 minutes after departure. The airline reported technical limitations as cause of the return for security reasons. The passengers disembarked normally and were rebooked onto other flights. The occurrence aircraft resumed service 14 hours after landing. http://avherald.com/h?article=4a8bf94f&opt=0 Back to Top Back to Top Cessna 208B Grand Caravan EX Landing Accident (Costa Rica) Date: 09-MAY-2017 Time: 09:00 a.m. Type: Cessna 208B Grand Caravan EX Owner/operator: Sansa Registration: TI-BHM C/n / msn: 208B5292 Fatalities: Fatalities: 0 / Occupants: 13 Other fatalities: 0 Airplane damage: Unknown Location: San José-Juan Santamaría International Airport - Costa Rica Phase: Landing Nature: Domestic Scheduled Passenger Departure airport: Destination airport: San José-Juan Santamaría International Airport Narrative: The plane crash landed on the runway under unknown circumstances. Some passengers sustained minor injuries. https://aviation-safety.net/wikibase/wiki.php?id=195293 Back to Top U.N. aviation agency seeks global approach to laptop ban FILE PHOTO: A laptop is seen on the screen of an X-ray security scanner at Sarajevo International Airport in Sarajevo February 26, 2014. REUTERS/Dado Ruvic/File Photo A United Nations agency has launched an effort to craft global guidance for the use of laptops and other portable electronics in passenger aircraft cabins after selective bans by the United States and Britain upset airline passengers as well as Middle Eastern carriers. The International Civil Aviation Organization (ICAO) met on Tuesday to debate the issue after the United Arab Emirates, Egypt and other countries complained their airlines had been unduly penalized by the decision to relegate laptops to the cargo hold on some flights due to security concerns, three sources familiar with the matter said. But while ICAO aims to come up with global recommendations to counter the risk from hidden explosives in laptops, the agency cannot override or prevent national measures such as the U.S. and UK bans, said one of the aviation industry sources, who spoke on condition of anonymity because the talks are private. In March, the U.S. announced laptop restrictions on flights originating from 10 airports in countries including the UAE, Qatar and Turkey. Britain quickly followed suit with restrictions on a slightly different set of routes. An ICAO working paper seen by Reuters threw its weight behind concerns that laptops are a greater security risk in the passenger cabin than in the hold, because of the threat that hidden explosives could be detonated manually. "The threat to aircraft from concealed improvised explosive devices has been the greatest security risk to commercial aircraft for some years," it warned. But ICAO has also asked its experts to weigh this against the safety risk of storing a larger number of flammable batteries unattended in a commercial aircraft's baggage compartment. European regulators have warned placing what could be hundreds of devices in the hold on long-haul flights could compromise safety by increasing the risk of fire from poorly deactivated lithium-ion batteries. Patrick Ky, the head of the European Aviation Safety Agency told Reuters that it wants airlines to be careful about how they store laptops by avoiding placing them in a single container, for example. "Should we go further? I don't think so for the time being. But in case we have a fire risk that we think is high, then of course we would take the necessary actions," Ky added. ICAO's aviation security panel is expected to make recommendations by mid-June, an ICAO spokesman said. ICAO, which is headquartered in Montreal, does not impose binding rules, but wields clout through safety and security standards that are usually followed by its 191-member countries. ICAO has been asked "to identify a possible global approach to mitigate the security risk associated with large portable electronic devices," according to the paper. introducing new security checks, but not bans, on flights from specific Middle East countries to combat the risk of hidden bombs. During an informal ICAO briefing in April, some countries including the UAE complained that the ban risks creating "market distortions," the three sources said. The ban is seen as a problem for fast-growing Gulf airlines serving business-class passengers, who want to work on their laptops on flights out of key hubs like Dubai and Doha. But aviation and security sources have largely dismissed reports that the partial bans are a form of protectionism against the Gulf carriers, saying they are based on concrete security concerns. UAE regulators could not be reached for comment. http://www.reuters.com/article/us-usa-airlines-electronics-icao-idUSKBN1852F9 Back to Top Michigan criminalizes shining laser pointers at aircraft, trains Michigan now has laws that make it a crime to intentionally shine a laser at an aircraft or a moving train. Governor Rick Snyder signed the legislation Tuesday. The law would make shining a laser a felony with a maximum punishment of five years in prison and a $10,000 fine. Shining a laser pointer at a plane is already a federal crime, but state police say it will help investigators quickly pursue people who are pointing lasers near airports, which can temporarily blind a pilot. http://www.wndu.com/content/news/Michigan-criminalizes-shining-laser-pointers-at-aircraft-trains-- 421840513.html Back to Top Clockwork Research publishes 'A Framework for Investigating Fatigue' Fatigue risk management consultancy and part of the Consulting & Training division of Air Partner plc, Clockwork Research, has today published its latest white paper, 'A Framework for Investigating Fatigue'. The paper provides a structured approach to investigating fatigue-related incidents or accidents and explains how bio-mathematical models can be used in an investigatory environment. The framework was presented by Dr Camille Burban at the recent European Society of Air Safety Investigators (ESASI) conference and is due to be presented in a workshop at a Royal Aeronautical Society (RAeS) conference on 9 May, entitled 'Staying Alert: Managing Fatigue in Maintenance'. In the past decade, fatigue has increasingly been considered as one of the most significant hazards to aviation safety and other safety-critical industries. However, despite the extensive knowledge developed through scientific research and operational experience, investigating fatigue remains a challenge. This white paper aims to provide safety practitioners with a better understanding of the process of investigating fatigue. Investigating fatigue can mean two very different things, namely analysis of fatigue reports submitted by crew and investigating occurrences where fatigue is likely to have been a contributory factor. The former does not generally require a full investigation, whereas the latter necessitates a more thorough process to first identify whether fatigue was present, then whether it was the reason for any observed impaired performance, and finally to identify whether these potential errors had any causal role in the event. The white paper demonstrates the importance of distinguishing the two types of 'fatigue investigation' and provides guidance on how to conduct each of these investigations. The framework proposed in the paper enables the safety practitioner to investigate step by step whether or not fatigue was involved in an incident or accident, by considering the different levels where fatigue should be examined and by asking the right questions. This approach highlights the importance of considering both individual and organisational responsibilities in the management of fatigue and in turn, in the making of safety recommendations in the aftermath of a fatigue-related accident or incident. We believe that this specific investigation framework is not restricted to commercial flight crew fatigue but could also be applied to any safety-critical operations such as helicopter operations and ATC, and also in the wider transport industry, health, and oil and gas industries. Commenting on the research, author Dr Camille Burban, Senior Behavioural Researcher at Clockwork Research, said: "Differentiating between the analysis of fatigue reports and the investigation of fatigue events is essential for an organisation. If an organisation were to run a complete investigation of every fatigue report, it would use valuable resources such as time and money and place intolerable demands on the workload of the safety team, as well as delaying individual feedback. It's fundamental that the data from all reports is collated and analysed, and that the resulting metrics are reviewed by a dedicated fatigue safety group on a regular basis to identify trends and potential hazards, as well as taking actions when necessary." Founded in 2005 by Paul Jackson PhD MSc BSc and Alexandra Holmes PhD BSc Hons, Clockwork Research is a leading fatigue risk management consultancy. Clockwork Research delivers innovative and effective fatigue risk management solutions for clients across various sectors of the aviation industry, as well as other safety-critical operating environments, such as the Oil & Gas and Mining sectors. The company's approach is founded upon a scientific understanding of the impact of human fatigue on safety-critical operations, combined with extensive industry experience and an appreciation of commercial realities. The Clockwork Research team comprises a core group of experienced professionals (psychologists, physiologists and safety professionals) based in London, who are supported by experts in in the USA, Europe, Middle East and Australia. http://www.adsadvance.co.uk/clockwork-research-publishes-a-framework-for-investigating-fatigue-.html Back to Top ATSB investigator orders more checks of Toll and Virgin Australia's turboprop aircraft Transport safety investigators have recommended additional checks be made of ATR turboprop aircraft which fly from Canberra to Sydney and some regional routes following a potentially "catastrophic" incident in 2014. The Australian Transport Safety Bureau made the recommendation in its second interim report into a Virgin Australia flight from Canberra to Sydney on February 20, 2014. The Virgin Australia ATR72 turboprop aircraft taxiing onto the bay at Sydney Airport on February 20, 2014. The ATR72 aircraft sustained a "pitch disconnect" while descending into Sydney when the left and right elevator control systems uncoupled. Pilots noticed the airspeed rising higher than expected. The first officer reduced engine power and used touch control steering to temporarily disconnect the autopilot before manually raising the nose to control the speed. The captain was unsure if the first officer's control inputs were enough to avoid over-speeding. He put one of his hands on the controls and disconnected the autopilot to raise the nose higher. Shortly afterwards, concerned about the high nose-up position, the first officer put his hands back on the controls. A pitch disconnect warning was triggered, which enabled independent movement of the left and right elevator controls by both pilots. "The aerodynamic loads generated during the pitch disconnect resulted in serious injury to the senior cabin crew member and significant damage to the aircraft's horizontal stabiliser." The report says the load exceeded design strength requirements and had potential to "result in catastrophic damage" and a subsequent loss of control. Virgin and Toll Aviation are the operators of ATR aircraft in Australia. ATSB chief commissioner Greg Hood said that following investigations, the bureau had issued safety recommendations to the aircraft manufacturer [ATR], the European aviation safety regulator [EASA] and the Civil Aviation Safety Authority [CASA]. "Since we identified this issue, our aeronautical and structural engineers have conducted extensive analysis based on additional data provided by ATR," he said. "The findings of that analysis, supported by an independent peer review from the UK Air Accidents Investigation Branch, confirmed our initial concerns." Mr Hood welcomed action taken by Virgin and Toll to reduce the risk of another incident and to manage adverse outcomes if one should occur. A spokesman for Virgin Australia said safety was the airline's highest priority. "We continue to liaise closely with the relevant regulatory bodies and the aircraft manufacturer in relation to the ongoing investigation into the ATR's pitch disconnect mechanism," the spokesman said. Virgin recently announced it's reducing the number of turboprops in its fleet from 14 to six as part of an "optimisation program" but the spokesman said this was not related to the safety investigation. It's understood turboprop operations will be consolidated to the ACT, NSW and Victoria. The ATSB recommended ATR determine as soon as possible if the aircraft can safely withstand the aerodynamic loads resulting from a pitch disconnect. In the event of an adverse finding, it recommended ATR take "immediate action to ensure the ongoing safe operation of the aircraft". A spokesman for CASA said the agency had been closely monitoring the investigation. "CASA continues to audit ATR aircraft operators to ensure appropriate actions have been taken to reduce the likelihood of the aircraft being mishandled in a manner similar to the incident flight," the spokesman said. "Flight procedures and pilot refresher training for the ATR aircraft operated in Australia have been amended since the event occurred. "CASA will look carefully at the findings of the aircraft manufacturer's engineering analysis of the issues associated with a pitch disconnect when this work is completed. "If this analysis raises any ongoing safety issues CASA will take appropriate action." CASA requires monthly reports from Virgin and Toll. A spokesman for ATR said the aircraft manufacturer was completing an assessment of transient elevator deflections. "ATR continues to provide assistance to the safety investigation conducted by the ATSB," the spokesman said. http://www.smh.com.au/business/aviation/atsb-investigator-orders-more-checks-of-toll-and-virgin- australias-turboprop-aircraft-20170505-gvz064.html Back to Top Allegiant Air flight suffers problem with critical component in April 22 emergency An Allegiant Air flight out of Orlando-Sanford International Airport was forced to make an emergency landing on April 22 after it suffered a problem with a critical control surface that caused a worrisome vibration in the aircraft. [Times file photo] Flight 736 took off at 9:13 a.m. headed to Bangor International Airport in Maine with 173 passengers and crew. During the climb out of central Florida, the pilots reported vibrations with the airframe of the McDonnell Douglas MD-80, according to an internal Allegiant memo obtained by the Tampa Bay Times. The crew, the memo said, "had concerns with the elevator control." The captain of the flight declared an emergency and the flight returned to Orlando-Sanford, where it safely landed at 10:08 a.m. "No immediate corrective actions to policy, procedure or the training program were found to be needed," the email said. The elevator controls the pitch of the aircraft, moving the aircraft's nose up and down and controlling what pilots refer to as the plane's "angle of attack." It's a control surface critical to flight as it is not a redundant system and a failure can lead to a crash. Manufacturers design the systems to essentially never fail. Allegiant described to the Times several parts of the elevator mechanism that mechanics replaced after inspecting the aircraft. But the Las Vegas-based carrier refused to talk about the root cause of the elevator problem on Flight 736 or to talk in detail about the incident. John Cox, CEO of aviation safety consultant firm Safety Operating Systems, said a plane's elevator can wear down. Because of how the system works on Allegiant's MD-80s, the pilot wouldn't necessarily notice the issue until the plane was airborne. Cox said the incident does beg the question why maintenance had not spotted a problem with the mechanism before it caused a problem during a flight. "Any time you have a problem with a primary flight control, it's serious," he said. An Allegiant flight suffered a jammed elevator in August 2015 after a mechanical failure of an elevator in Las Vegas. That plane's nose started to prematurely rise during the takeoff roll at 138 mph when the pilots managed to abort the takeoff. One of the pilots said afterward "had the aircraft become airborne, a serious accident would have resulted." The FAA blamed an Allegiant maintenance contractor for the incident. Allegiant is in the midst of replacing its fleet of aging MD-80s because the aircraft are prone to mechanical problems. Allegiant says the planes are safe, but mechanical difficulties lead to problems with the airline's operations and schedule. The airline will no longer fly MD-80s out of St. Pete-Clearwater, where Allegiant is responsible for 95 percent of passenger traffic, by the end of the year. http://www.tampabay.com/news/business/airlines/allegiant-air-flight-suffers-problem-with-critical- component-in-april-22/2323252 Back to Top Near miss incidents: Taking steps for the flight of safety (India) The number of such incidents has come down to 24 in 2016-17 from 30 in 2015-16; for further safety, DGCA has decided that corrective steps need to be taken. The Indian airspace has witnessed many 'near miss' incidents in past two years for various reasons - foreign pilots not able to understand the directions of Air Traffic Controllers (ATCs), three planes flying at the same height, flight descending to the height where another one is already flying. However, according to the safety regulator Directorate General of Civil Aviation (DGCA), the number of such incidents have come down by 20 per cent in 2016-17. As per the latest DGCA data, reviewed by The Indian Express, the number of near miss incidents in 2016- 17 and 2015-16 were 24 and 30, respectively. The number of near miss incidents in the January to March quarter of 2016-17 is just four, compared with 10 incidents that occurred in the corresponding period of 2015-16. "The ratio of number of near misses came down in the last year. If you look at the data, it is not too worrying. But, the government would like such incidents to be minimised. We want that the regulations should be followed, that much extra care has to be taken. But it is nothing to worry, Indian skies are safe and we want to keep these safe," said a senior civil aviation ministry official, on the condition of anonymity. All such incidents are investigated by the Airport Investigation Board that is constituted by the DGCA itself. Subsequently, these investigations are reviewed at DGCA for their "completeness" and processed for "implementation of recommendations". Based on the analysis of different near miss cases, the DGCA has decided that certain corrective steps need to be taken. These steps include counselling and training ATC officers and pilots about the "deficient parts" of the airplane. Moreover, the Airports Authority of India (AAI) has formed a slot allotment committee to "reduce similar call-signs while deciding the slots". An airline slot is a permission by a coordinator to use the full range of airport infrastructure necessary to arrive or depart at a Level-3 airport - where capacity is constrained due to lack of sufficient infrastructure - on a specific date and time. Some of the other corrective steps taken by the DGCA are: "ATC officer's and pilot's proficiency checks are being carried out regularly. ATC services are being mordernised to include conflict warning in the system to assist ATC officer. Case studies of Airprox/ATC incidents are discussed and analysed to avoid recurrence of such incidents. Airlines have been directed to avoid the use of similar/confusing call-signs." The DGCA has also laid out the coordination procedures of handing over one unit to another person. It is trying to make sure that "coordination of handing over traffic to adjoining FIR (Flight Instructer's Rating)" is worked out and "any deviation is being pointed out to the concerned units for corrective action". Moreover, ATC officials are being given training on simulator at major stations and they are being "sensitised" on this subject, according to the DGCA. Some other corrective measures of the DGCA to avoid near-miss incidents include "implementation of safety management system at airports to mitigate the risk of accident/incident. Implementation of flexible use of airspace which will reduce traffic congestion in the airspace". Meanwhile, in 2015-16, the DGCA did not find any pilots drunk in the post-flight medical examination. However, in 2016-17, the regulator found two pilots drunk in the post-flight medical examination. The AAI hired nearly 1,000 ATC personnel in the past two years, the first such major hiring since 2012 to address security concerns. "Minimum separation distance between the two aircraft specified by the DGCA is a key parameter that is monitored to ensure safety. It so happens that sometimes planes come within that separation distance, but it does not mean that it will necessarily result in mishappening even though it will still be a near miss technically," the official quoted earlier said. Industry sources said that increasing air traffic sometimes leads to aircraft coming close to each other, which leads to violation of the separation parameter. "When you are quoting the statistical figures, you should also quote the figures of increase in traffic and increase in movements. There is limited infrastructure. Naturally, as per the law of proportionality, there will be increase in incidents. It is good that the numbers have decreased. The safety checks which have been put into position have been effective. These checks are designed in safety programme based on previous experiences because the incidents that are investigated bring out certain specific lapses and reconnaissance is done to avoid such lapses," said former DGCA Kanu Gohain. Currently, India has more than 1,632 aircraft registered in the Civil Aviation Registry, which include planes manufactured by Boeing, Airbus and other smaller companies. More than double-digit growth in passenger traffic has led to Indian carriers buy more planes to cater to the rising demand. As per industry estimates, Indian airlines, led by IndiGo and SpiceJet, have placed combined orders of around 850 jets that will arrive in India in a staggered manner. "There has been a new thing. At the ground incidents, like an airplane hitting an airplane, or a vehicle hitting an airplane, there is something called airport discipline. There is an airport operator, they have introduced lot of safety checks. For example, they have airport driving permits... Lines are drawn, the guidelines are there which they have to strictly adhere to. Now, there may be some deviations - like acute turns in the particular (physical) layout. Before any such guidelines are made operational, just so that fortified to be safe, risk analysis is carried out these days. Through these risk assessment studies, they design some restriction on movements. This is how things are being controlled," he said. http://indianexpress.com/article/india/near-miss-incidents-taking-steps-for-the-flight-of-safety-4648782/ Back to Top As China Unveils Its First Airliner, Private Pilots Look for a Boost Too Chinese general aviation advocates sought advice and inspiration at a recent meeting in California. The new Chinese-built C919 airliner took to the skies over Shanghai on Friday. (Xinhua) China's interest in airplanes extends well beyond the new C-919, the country's first homebuilt passenger jet, which made its debut last week in Shanghai. The Chinese government is also rewriting rules for private pilots, after the State Council announced that general aviation will be the next big driver of China's economy. Last year the Civil Aviation Administration of China (CAAC) earmarked $11.9 billion for 11 large airport construction projects and 52 upgrades to existing facilities, according to the Xinhua News Agency. The country also plans to build 500 new general aviation airports by 2020. By that time 5,000 GA aircraft are expected to be flying in China, compared to fewer than 2,000 today. In addition, the CAAC has removed some of the barriers facing private pilots by opening up airspace below 1,000 meters, at least in test cities, to allow non-commercial flying without restrictive flight plans. The agency will gradually raise the threshold to 3,000 meters. All of this is contingent on massive upgrades to an airport and communications infrastructure that currently ranges from antiquated to nonexistent. The Chinese Air Force still maintains strict control of 70 percent of the nation's airspace, and has been squabbling with the CAAC over the use of facilities, radio, radar and airspace. "The majority of the airspace is still restricted," says David Hsu, Vice President of Pegasus International Resources in Los Angeles, which works closely with the CAAC and U.S. flight academies to train pilot cadets for China's commercial airline fleets. "Even after the government opened up the space for general aviation and corporate jets, pilots and even flight schools still can't operate as they wish because most of the air is still restricted by the Air Force, especially [during global events] along the coast." That hasn't slowed the boom in commercial aviation, however. Shenzhen has a new commercial airport near the Hong Kong border; Urumqi, the capital of Xinjiang in the far west, is building another giant airport, and Beijing South is under construction. Forty new commercial airlines have received government approval. Yet China's general aviation community is still comparatively undernourished. In March CAAC announced a two-year program to expand GA across four key Chinese regions. The initiatives aim to reduce the time needed to obtain flight permits as well as operator certificates for fledgling GA businesses, some of which have operated on the brink of failure as they wait years for government approval. These are the kinds of issues that came up recently at the first U.S.-China General Aviation Business Conference held in Chino, California. Threshold Aviation Group, who hosted the meeting, is among those eager to help American companies benefit from China's expected aviation boom. The speakers included Bradley Harker, who's in charge of aviation and other transportation relationships at the U.S. embassy in Beijing. "There's a tremendous pent-up demand for general aviation in China," he said. "The general market is so massive it could amount to $40 billion or more." Attendees listen to a presentation at the recent U.S.-China General Aviation Business Conference in Chino, California. (Paul T. Glessner) During a day trip to nearby Rosamond Skypark, pilot Olaf Landsgaard led the Chinese entourage around the tiny residential airport, showing homes with attached hangars and tiny single-engine aircraft that the Chinese were eager to try out. The afternoon itinerary included the L.A. County "Red White & Boom" air show, featuring aerobatic performers along with the supersonic Navy Hornets and Air Force Thunderbirds. The real action, though, took place the following Monday and Tuesday at the Embassy Suites in Brea (near Disneyland) and at Threshold's 150,000-square-foot hangar in Chino, where the company keeps its charter fleet of Gulfstream 550s, G-IVs, Grumman Tigers, Beechcraft Bonanzas and Bombadier Challengers, among others. The Chinese attendees-a mixed group of researchers from Beijing University of Aeronautics and Astronautics, plus aircraft reps from different regions in China-engaged in aircraft tire-kicking and a few serious manufacturing discussions. Mostly, it was a chance to meet U.S. aviation officials, airport managers and sales people to fill in the blanks on how Americans run modern GA and business aviation operations. "I understand China has about 300 airports, but only 180 are usable," said Paul T. Glessner, the Chief Engineer at Threshold Aviation. "So there's a lot of dusting off to do to really understand where the Chinese are coming from." "This is the first opportunity for U.S.-based companies to meet the people who are responsible to a great extent [for growing] the aviation business in China," said Yuanyang Gao, director of the university's General Aviation Research Center. Gao was the principal organizer of the conference along with Threshold's Karl Zhao, a director of Chinese business development who has known Gao for years. Mark DiLullo, Threshold's founder and CEO, said that China needs consulting advice on everything from refueling services to aircraft repair to avionics installation. "We can help develop literally 30 percent of world general aviation in the next several years," he predicted. But it won't be easy. During the conference, John Tulac, an aviation business attorney, said that despite recent improvements, China's legal system poses "an unacceptable level of political risk for foreign companies wanting to do business bound by China law." He said that restrictions on foreign companies selling jet fuel have made it difficult to sell into the country despite an urgent need for fuel. Business aviation also is subject to tight restriction. A recently reported near miss involving a Shanghai- bound business jet resulted in drastic rule changes at Shanghai Hongqiao airport. As of March, business jets in China were permitted to land only from 6 to 7 a.m. and 11 p.m. to midnight. "It's a huge problem," said Douglas Carr, a vice president at the National Business Aviation Association (NBAA). "Business flights have been reduced from more than 20 landings a day to two or three." Meanwhile, he said, "China is expecting 8,600 business jet deliveries in the next decade, with a value of $255 billion," Carr said. With those kinds of numbers, and with clear official support for aviation, there is reason to be optimistic. "The Chinese government has already decided to expand general aviation," Gao said, and that amounts to a mandate in a country controlled by a single party. "We've opened up several pilot testing areas and new airports in Xinjiang and Mongolia," he continued. "Every year China has more and more airplanes, including private airplanes." One of the conference participants, Wang He Wen of the Dongguan MiBee Aviation Technology Company in Guangdong, shares this view. He took the opportunity to hop into a single-engine Diamond DA20 at Rosamond Skypark, pushing the throttle back and forth as he imagined his takeoff. Later, he showed off a Chinese newspaper article about his company, with his picture and a bold headline: "In the future the common man of China will be able to fly-it's not a dream." For Wang and possibly millions of others, the dream may still be five years away. But in the Chinese view of time, that's just around the corner. http://www.airspacemag.com/daily-planet/first-round-dreamers-180963153/#3KBUKgEFw1w174Ac.99 Back to Top 2 pilots imprisoned over near-accident on Independence Day Newly released footage shows the wings of Shimshon Hercules transport aircraft touching during flyover IAF Shimshon Hercules heavy transport planes seen over the beach in Tel Aviv during Israel's traditional Independence Day flyover on May 2, 2017. (AFP Photo/Jack Guez)IAF Shimshon Hercules heavy transport planes seen over the beach in Tel Aviv during Israel's traditional Independence Day flyover on May 2, 2017. (AFP Photo/Jack Guez)NEWSROOM Two Israeli Air Force pilots were sent to a military jail over a near-accident on Independence Day that saw the heavy transport planes they were flying touch wings during a celebratory flyover. In addition to the imprisonment of the pilots, 10 members of the planes' crew were grounded. A Channel 2 report said the punishments would last a few days, but gave no exact details. The news of the punishment of the pilots and crew members involved in the incident came as Channel 2 published video footage Tuesday evening showing the wings of the two Shimshon Hercules aircraft touching in the air. The footage was taken by two amateur cameramen as the planes flew over the Tel Aviv coastline. The IAF first learned that the planes grazed after they landed, when scratch marks were found on their wings. The army said at the time that the incident had not endangered any lives and that it was investigating it. The IAF has issued new rules for pilots and crew members during flights as a result of the incident, Channel 2 reported. http://www.timesofisrael.com/2-pilots-imprisoned-over-near-accident-on-independence-day/ Back to Top Judge Orders Pilots for Spirit Airlines to Resume Flying After Hundreds of Cancellations A federal judge has ordered the union of pilots behind hundreds of Spirit Airlines cancellations to return to work after passengers broke out into a brawl at Ft. Lauderdale-Hollywood International Airport Monday night. The violent scene (and subsequent arrests) was the boiling point in an ongoing legal dispute between the airline and the Air Line Pilots Association, International. Judge William Dimitrouleas of the U.S. District Court for the Southern District of Florida issued the ALPA a temporary restraining order Tuesday to prevent them from any "concerted refusal to perform normal pilot operations consistent with the status quo," Spirit said in a statement to Fortune. The order will go into effect until at least a hearing on a preliminary injection set for May 15. Pilots started to cancel flights over contract and benefits frustrations, which they claim fall below industry standards, Time reports. Spirit, grappling with roughly 300 cancellations since the beginning of May and increasing customer dissatisfaction, filed a federal lawsuit against the ALPA. The airline claims the disruptions are in direct violation of the Railway Labor Act, "which prohibits work slowdowns and strikes during collective bargaining negotiations," according to a copy of the lawsuit seen by Fortune. The suit also accuses pilots of "putting their quest for a new contract ahead of getting customers to their destinations and the safety of their fellow Spirit Team Members." That said, after the restraining order was issued, Spirit said it was hopeful it could put the "moment behind us and get back to serving our customers." The ALPA would agree."The court has spoken and Spirit pilots will fully comply with the order handed down, which is completely in line with our overriding goal: the resumption of normal operations," a spokesperson said in a statement to Fortune. "We call on the company to join forces with ALPA and the Spirit pilots to do just that." http://fortune.com/2017/05/09/spirit-airlines-pilots-cancellations/ Back to Top Boom! Supersonic Passenger Jet Coming by 2020 At Mach 2.2, the supersonic jet could fly between New York City and London in 3 hours and 15 minutes. Richard Branson of Virgin Galactic has just partnered with startup Boom Technology to build a supersonic aircraft, Boom Technology announced. The plane would zip through the skies faster than the Concorde jet or any other commercial aircraft today, Boom Technology said. Aircraft that fly faster than the speed of sound were first developed in the mid-20th century. But regulations and technical challenges halted innovation and expansion of the concept, said Boom Technology, which has headquarters in Denver. The aviation startup said it aims to change that by developing a modern, supersonic passenger jet that travels at Mach 2.2. That's twice the speed of sound, or 1,451 mph (2,335 km/h). The Concorde, a now-retired supersonic passenger jet, flew at speeds of up to about 1,350 mph (2,180 km/h). Boom also aims to set a new speed record for civil aircraft, according to a blog post by Blake Scholl, CEO and founder of Boom. [Supersonic! The 11 Fastest Military Airplanes] At Mach 2.2, passengers could travel between New York City and London in 3 hours and 15 minutes, the company said. The supersonic jet could fly between San Francisco and Tokyo in 5.5 hours, or between Sydney and Los Angeles in 6 hours and 45 minutes. "Building a supersonic is not easy, but important," Scholl wrote, describing the startup's motivations. "While we love the hard engineering and technical challenges, what really drives us is the enormous human benefit of faster travel." Commercial air travel's last major speed improvement occurred in the late 1950s and early 1960s, with the introduction of commercial jets, Scholl said. Such jets, he said, made possible the "Hawaii vacation," shortening a 15- to 16 -hour flight to just 5 to 6 hours. Supersonic commercial travel could have a similar impact, making the farthest regions of the planet more accessible, Scholl said. "Imagine traveling across the Atlantic [Ocean], getting business done [in Europe] and being home to tuck your children into bed," Scholl wrote, "or saving two whole days of a typical round-trip itinerary to Asia. ... When time is no longer a limit, where will you vacation? Where will you do business?" Boom recently raised $33 million in new funding to develop the startup's first supersonic passenger jet. The company will first build the "Baby Boom," a prototype of the eventual full-size Boom aircraft, Air Transport World (ATW) reported. Baby Boom's first test flight is planned for 2018, Scholl announced at the International Air Transport Association (IATA) Wings of Change conference this week, according to ATW. The full-size Boom, which would carry up to 55 passengers in an all-business-class configuration, is targeted for tests in 2020 and certification from the Federal Aviation Administration by 2023, ATW reported. http://www.livescience.com/58989-boom-supersonic-passenger-jet.html Back to Top China to develop 'modern' version of the legendary Antonov An-225 in bid to use the world's biggest plane to launch satellites China signed an agreement with Antonov Airlines, maker of the An-225, to use the planes to launch satellites But, China said it would 'modernize' the design in order to incorporate heavy lifting capabilities Would place a satellite on the back of an An-225 and launch it from no more than seven miles in the air It has been called the 'the largest and heaviest cargo plane in the world' and now, the legendary Antonov An-225 Mriya aircraft could soon take on a new mission. The Airspace Industry Corporation of China (AICC) signed an agreement with the plane's creator, which, if approved, will allow the organization to design its own fleet that would launch commercial satellites into orbit. However, the aerospace and defense firm would 'modernize' the craft in a fashion that would provide it with heavy lifting capabilities that could be 'greater than that of the US military'. It has been called the 'the largest and heaviest cargo plane in the world' and now, the legendary Antonov An-225 Mriya aircraft could soon take on a new mission. The Airspace Industry Corporation of China (AICC) signed an agreement with the plane's creator, which will allow the organization to design its own fleet that would launch commercial satellites into orbit THE AN-225 Antonov An-225 Mriya was designed and built by Ukraine-based Antonov Corporation in 1988. It measures 275 feet (84 meters) long, with a 288-foot (88 meters) wingspan. The plane can carry some 418,000 pounds (189,601 kg). It developed to transport the Soviet Buran space shuttle, which was a massive 105 ton reusable spaceplane, and Energia rocket's boosters. Now, it could soon be used by China to launch satellites into orbit. 'The initial idea and early stage research of the An-225 started in 2009,' the president of AICC, Zhang Yousheng told Christian Borys with BBC Future. 'The official contact with Antonov began in 2011, and then from 2013 to 2016 was the acceleration phase of this project.' Yousheng continued to explain to BBC that the program is working on a strategy that places a satellite on the back of an An-225 and launches it from no more than seven miles (12,000m) in the air. If successful, this method would 'greatly reduce launch costs,' he told BBC. Designed and built in Ukraine in the 1980s by the Antonov Corporation, the massive craft measures 275 feet (84 meters) long, with a 288-foot (88 meters) wingspan - almost twice the width of a traditional football field. And it is capable of carrying a payload equivalent to ten battle tanks or some 418,000 pounds (189,601 kg). Without a load, the colossal An-225 Mriya (Ukrainian for 'dream') can fly for up to 18 hours without stopping to refuel, but it also costs about $30,000 an hour to operate the massive plane. The organization would place a satellite on the back of an An-225 and launches it no greater than seven miles (12,000m) in the air. This is a similar method that was used when the An-225 was launching he Soviet Buran space shuttle, which was a massive 105 ton reusable spaceplane, and Energia rocket's boosters However, China is not looking to purchase an existing An-225, but wants to use the concept with a modern twist in order to make its way into the satellite launch industry - which is worth more than $200 billion. The An-225 was originally developed to transport the Soviet Buran space shuttle, which was a massive 105 ton reusable spaceplane, and Energia rocket's boosters. But following the collapse of the Soviet Union in 1994, the An-225 was retired to storage where it sat until 2013 when Russia announced its plans to revive its air launch projects. And then China approached them with their deal in 2016. However, earlier this year, it was also revealed that the plane's Ukrainian operators wanted to expand their presences in the UK and the wider West after breaking ties with Russia. Designed and built in Ukraine in the 1980s by the Antonov Corporation, the massive craft measures 275 feet (84 meters) long, with a 288-foot (88 meters) wingspan - almost twice the width of a traditional football field. And it is capable of carrying a payload equivalent to ten battle tanks or some 418,000 pounds (189,601 kg) World's largest plane Antonov An-225 Mriya taking off in Zurich Michael Goodisman, from the Antonov Airlines UK office, told Graeme Paton of The Times: 'This is all about Antonov's desire to engage with the West . . . and develop a closer relationship with the UK.' The company opened their base in Stansted in January, and mainly used a fleet of seven An-124s, which have four engines rather than eight, for its regular operations. Its sole An-225 has made 11 trips to the UK using airports including RAF Brize Norton, Manchester, Prestwick and Doncaster-Sheffield. The electric generator was picked up from the Czech Republic in May 2015 and delivered to an aluminium- ore mining company in western Australia, where it will be used to power large drills and excavating machinery. http://www.dailymail.co.uk/sciencetech/article-4489664/World-s-largest-plane-set-help-China-launch- satellites.html#ixzz4gfAGC4DW Back to Top USU could have Master of Aviation Science by 2018 Utah State University wants to offer a Master of Aviation Science degree come spring semester 2018. The program is one step closer to being offered to students, since the USU Board of Trustees approved the proposed degree at its regular meeting on May 5. It now awaits approval from Utah's higher education governing board, the Board of Regents. If approved, the Master of Aviation Science would be the first degree of its kind in Utah and several other states in the Intermountain West - with the exception of one private institution in Arizona that offers masters and doctoral degrees in aviation. USU officials say a Master of Aviation Science is needed because an increasing number of industry professionals want pilots and maintenance workers to have an advanced degree. "Many of our aviation professionals want to have a long career in the aviation industry - whether that's as a pilot or a maintenance individual - and it's quite competitive out there," said Baron Wesemann, USU assistant professor of aviation technology. "One of the challenges we have is being able to differentiate yourself between every other person. So like in most career fields, a master's degree helps identify that individual." Kyle Stevenson, who graduated from USU's aviation maintenance program this year and has expressed interest obtaining education beyond a bachelor's, agreed with Wesemann's comments. "I think having a bachelor's will help, for sure," Stevenson said. "But if you've got a master's, I think it makes it - you have that much more of an advantage over somebody who doesn't really have any sort of a degree. It makes the choice pretty obvious." The Master of Aviation Science would stack onto an existing Bachelor of Science in Aviation Technology. The program's courses would be entirely online, allowing students to take courses while balancing a busy work schedule. "Right now, there are limited options for master's degrees for aviation professionals, especially if you're a full-time employee unable to go to school," Wesemann said. The proposed degree would have a focus on aviation safety, Wesemann said. The master's would cover topics like airport and ground safety, safety management systems and aviation security. "It gives students a broad perspective of many different aspects of safety, but yet it gives them those specific skills, like safety management systems and flight safety, ground safety, so they can supervise those programs - whether it's for an airline, an airport or a small flying school," Wesemann said. USU officials anticipate the degree could have anywhere from 10 to 15 students in its first year and eventually grow to its target enrollment of 60 students. Stevenson applauded USU for proposing this master's degree. "I say it's a great idea. It presents a fantastic opportunity for students to get more education in a field they really enjoy," he said. http://news.hjnews.com/allaccess/usu-could-have-master-of-aviation-science-by/article_10d3051d-8920- 5f3e-bff1-02f17baa522a.html Back to Top Research Survey Dear Participants, You are being requested to participate in a research study on risk. This study is expected to take approximately 5 minutes of your time. In order to participate, you must be at least 18 years old and a pilot. Participation in this study is voluntary, and you may choose to opt out of the study at any time. If you choose to opt out before study completion, your data will be destroyed immediately. We appreciate your consideration and time to complete our study. Please click on or copy and paste the URL below: https://docs.google.com/forms/d/e/1FAIpQLSeYQv1wQ7ti8p8uE6rjWsAsoTvRe23hvVCR4LSvJheUNMt72Q/viewform?usp=sf_link For more information, please contact: Dr. Stephen Rice Stephen.rice2@erau.edu We appreciate your interest and participation! Dr. Stephen Rice, Associate Professor, Embry-Riddle Aeronautical University Back to Top Graduate Research Survey I am a pilot who is working on my master's degree at Embry-Riddle. To complete it I need to finish my research project. If you are a FAA Part 121 air carrier pilot will you please take five minutes to complete this survey. It only has six questions and you will be helping a fellow pilot. The survey asks four very basic questions about fatigue and sleep. This survey has no relationship with any airline or with this group. I will not know who took it, it is completely anonymous. https://www.surveymonkey.com/r/FXRXFZ7 Thank You Kevin Kilpatrick Curt Lewis