Flight Safety Information October 2, 2017 - No. 195 In This Issue Incident: Angara A148 at Talakan on Sep 30th 2017, engine shut down in flight Incident: France A388 over Greenland on Sep 30th 2017, fan and engine inlet separated Incident: Berlin A320 at Sylt on Sep 30th 2017, overran runway on landing Incident: JAL B773 near Sapporo on Sep 29th 2017, burning odour in cockpit EVAS - Cockpit Smoke Protection Air Force of the Democratic Republic of the Congo Antonov An-12B accident Airbus A321-231 Bird Strike (Turkey) U.S. Navy Investigates Reports Of Jet Crash After Training Aircraft Disappears New Black Boxes Will Be Easier to Track in Plane Crashes at Sea Delta flight that suffered engine failure makes safe emergency landing in Detroit ATC Privatization To See October Battle In Congress Neptune Aviation retires firefighting planes Why electric airplanes within 10 years are more than a fantasy The lab where aging aircraft are dissected for science - and safety Cathay Pacific to slash housing packages for pilots as part of ongoing cost-cutting drive Monarch Airlines collapses, leaving 110,000 passengers without flights Airline licence body warns Hong Kong Express of possible action over 'golden week' cancellations American And JetBlue Plan To Squeeze Even More Seats Into Domestic Aircraft Emirates predicts India will be 'third largest aviation market' GENEVA HOSTS GLOBAL SUSTAINABLE AVIATION SUMMIT Webb Telescope Faces 5-8 Month Launch Setback ERAU-ICAEA Conference on Aviation English - May 9-11, 2018 Incident: Angara A148 at Talakan on Sep 30th 2017, engine shut down in flight An Angara Airlines Antonov AN-148, registration RA-61711 performing flight IK-9788 from Talakan to Irkutsk (Russia), was climbing out of Talakan when the right hand engine emitted a lasting streak of flame prompting the crew to stop the climb, shut the engine down and return to Talakan where the aircraft landed safely about 20 minutes after departure. The airline confirmed the aircraft returned to Talakan, the crew performed all required actions. The aircraft landed safely back. Rosaviatsia and the airline have opened an investigation into the occurrence. http://avherald.com/h?article=4af20925&opt=0 Back to Top Incident: France A388 over Greenland on Sep 30th 2017, fan and engine inlet separated An Air France Airbus A380-800, registration F-HPJE performing flight AF-66 from Paris Charles de Gaulle (France) to Los Angeles,CA (USA) with 497 passengers and 23 crew, was enroute at FL370 about 200nm southeast of Nuuk (Greenland) when the fan and inlet of the #4 engine (GP7270, outboard right hand) separated from the engine. The crew descended the aircraft to FL310 and diverted to Goose Bay,NL (Canada) for a safe landing about 2 hours later at 12:41L (15:41Z). Emergency services reported hydraulic fluid leaking from the engine. A runway inspection discovered debris on the arrival runway, which needed to be cleaned before the runway could be reopened. A passenger reported there was a loud thud followed by vibrations. The passengers report they were kept on board of the aircraft until arrival of the replacement aircraft because the airport does not have stairs to accomodate the A380. The airline reported the aircraft diverted to Goose Bay following serious damage to one of the four engines. Flight and Cabin crew handled the serious incident perfectly. Teams are being dispatched to Goose Bay to assist the passengers, the airline is working to re-route the passengers to Los Angeles via their connecting platforms in North America. The airline later reported that airline staff reached Goose Bay and now takes care of the passengers. Two flights were dispatched to Goose Bay to pick up the passengers and take them to Los Angeles. An Air France Boeing 777-300 registration F-GZNO arriving from Montreal,QC (Canada) reached Goose Bay at about 02:50L (05:50Z) and is estimated to depart Goose Bay at 04:15L (07:15Z). An additional Boeing 737-300 registration C-GNLQ leased in from Nolinor arrived 3 hours ago and already departed Goose Bay as flight NRL-580 to Winnipeg,MB (Canada) and further to Los Angeles. On Oct 1st 2017 the Canadian TSB reported they have dispatched a team of investigators to Goose Bay to collect evidence and assess the occurrence. http://flightaware.com/live/flight/AFR66/history/20170930/0820Z/LFPG/KLAX Wing and engine seen after flight (Photo: David Rehmar): http://avherald.com/h?article=4af15205&opt=0 ************ TSB deploys a team of investigators following the emergency landing in Goose Bay, NL DARTMOUTH, NS, Oct. 1, 2017 /CNW/ - The Transportation Safety Board of Canada (TSB) is deploying a team of investigators following an emergency landing at the Goose Bay Airport, Newfoundland and Labrador. The TSB will gather information and assess the occurrence. The TSB is an independent agency that investigates marine, pipeline, railway and aviation transportation occurrences. Its sole aim is the advancement of transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. The TSB is online at www.tsb.gc.ca. Keep up to date through RSS, Twitter (@TSBCanada), YouTube, Flickr and our blog. http://markets.businessinsider.com/news/stocks/TSB-deploys-a-team-of-investigators-following- the-emergency-landing-in-Goose-Bay-NL-1002909497 Back to Top Incident: Berlin A320 at Sylt on Sep 30th 2017, overran runway on landing An Air Berlin Airbus A320-200, registration D-ABHO performing flight AB-6880 from Dusseldorf to Sylt (Germany) with 82 passengers and 5 crew, landed on Sylt Westerland's runway 32 at 08:19L (06:19Z) but overran the end of the runway and came to a stop about 100 meters/330 feet past the runway end with all gear on soft ground. There were no injuries, the aircraft sustained minor if any damage. Passenger Claudia Kolvenbach commented: "Have landed..... even though the runway was too short for us today. Everybody's fine" Germany's BFU opened an investigation into the occurrence. Sylt Westerland Airport features two runways 14/32 (length 2120 meters/6950 feet) and 06/24 (length 1696 meters/5560 feet). Only runway 32 features an ILS Cat I approach (OCH 199 feet AGL - with overcast cloud at 200 feet the only possible approach). RNP (OCH 380 feet) and NDB approaches (OCH 480 feet) are available for both runways 14 and 32. Related NOTAMs: B1540/17 - WESTERLAND DME WES 111.50/CH52 OUT OF SERVICE. 30 SEP 08:50 2017 UNTIL 30 SEP 23:59 2017. CREATED: 30 SEP 08:51 2017 C2814/17 - ILS RWY 32 OUT OF SERVICE. 30 SEP 08:48 2017 UNTIL 30 SEP 23:59 2017. CREATED: 30 SEP 08:48 2017 C2812/17 - RWY 14/32 CLOSED FOR LANDING. TAKE OFF RWY 14 POSSIBLE. 30 SEP 09:00 2017 UNTIL 30 SEP 23:59 2017. CREATED: 30 SEP 08:42 2017 The aircraft on soft ground (Photo: Frank Rosin): http://avherald.com/h?article=4af119d9&opt=0 Back to Top Incident: JAL B773 near Sapporo on Sep 29th 2017, burning odour in cockpit A JAL Japan Airlines Boeing 777-300, registration JA731J performing flight JL-61 (dep Sep 28th 2017) from Los Angeles,CA (USA) to Tokyo Narita (Japan) with 253 people on board, was enroute at FL350 about 105nm southeast of Sapporo (Japan) when the crew decided to divert to Sapporo reporting a burning odour in the cockpit, likely originating from the FMS printer. The aircraft landed safely on Sapporo's runway 19L about 35 minutes after leaving FL350. Emergency services inspected the aircraft, the aircraft subsequently taxied to the apron where the passengers disembarked normally. A replacement Boeing 777-200 registration JA706J continued the flight, but diverted to Tokyo's Haneda Airport landing at Haneda at approx. 01:00L Sep 30th 2017 about 8 hours past schedule. http://avherald.com/h?article=4af0ac06&opt=0 Back to Top Back to Top Air Force of the Democratic Republic of the Congo Antonov An-12B accident Date: Saturday 30 September 2017 Time: ca 07:30 Type: Antonov An-12B Operator: Air Force of the Democratic Republic of the Congo Registration: EX-001 C/n / msn: 5343606 First flight: 1965 Crew: Fatalities: 3 / Occupants: 3 Passengers: Fatalities: 5 / Occupants: 5 Total: Fatalities: 8 / Occupants: 8 Airplane damage: Damaged beyond repair Location: ca 20 km NE of Kinshasa-N'Djili Airport (FIH) ( Congo (Democratic Republic)) Phase: Unknown (UNK) Nature: Military Departure airport: Kinshasa-N'Djili Airport (FIH/FZAA), Congo (Democratic Republic) Destination airport: Bunia Airport (BUX/FZKA), Congo (Democratic Republic) Narrative: An Antonov An-12 cargo plane is reported to have crashed near Kinshasa, Democratic Republic of the Congo. The aircraft had departed Kinshasa-N'Djili Airport andd crashed in the N'sele DAIPN agro-industrial park area, killing all three Ukrainian crew members and five Congolese soldiers. https://aviation-safety.net/database/record.php?id=20170930-0 Back to Top Airbus A321-231 Bird Strike (Turkey) Date: 01-OCT-2017 Time: ca 08:30 LT Type: Airbus A321-231 Owner/operator: THY Turkish Airlines Registration: TC-JRO C/n / msn: 4682 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Airplane damage: Unknown Location: Istanbul-Atatürk International Airport (IST/LTBA) - Turkey Phase: Initial climb Nature: International Scheduled Passenger Departure airport: Istanbul-Atatürk International Airport (IST/LTBA) Destination airport: Brussel-Zaventem Airport (BRU/EBBR) Narrative: Turkish Airlines flight TK1937 returned to land at Istanbul-Atatürk International Airport in Turkey after sustaining a bird strike on departure. The aircraft, an Airbus A321-231 registered TC-JRO, was grounded for inspections and the flight was carried out by another aircraft later that morning. https://aviation-safety.net/wikibase/wiki.php?id=200058 Back to Top U.S. Navy Investigates Reports Of Jet Crash After Training Aircraft Disappears Oct 1 (Reuters) - The U.S. Navy said on Sunday it was investigating reports of a jet crash in Tennessee and that one of its training aircraft had not returned to its air station. A Navy training facility in Meridian, Mississippi, received reports of a jet crash near Tellico Plains, Tennessee, in the Cherokee National Forest early Sunday evening, the Navy said in a statement. The crashed jet may have been T-45 from Training Air Wing ONE based out of NAS (Naval Air Station) in Meridian, Mississippi, the statement from the chief of Naval air training public affairs unit said. "At this time, we know the wing had a T-45C Goshawk training in the vicinity of Tellico Plains that has not yet returned to the air station," it said. Two pilots were aboard the aircraft, an instructor and a student. Their status is unknown. http://www.huffingtonpost.com/entry/us-navy-missing- aircraft_us_59d1bb7fe4b06791bb1168a9?ncid=inblnkushpmg00000009 Back to Top New Black Boxes Will Be Easier to Track in Plane Crashes at Sea A new type of flight recorder, which Airbus plans to install on A350 jetliners due in 2019, is designed to detach from the plane and float to the surface after a crash at sea. Since the dawn of the jet age, flying has gotten significantly safer. In fact, you are thousands of times more likely to die while driving to the airport than you are flying in a plane. Yet for all the safety advances, aviation safety experts have long been stymied by plane crashes in the sea. The onboard recorders, known as black boxes, can be difficult, if not impossible, to recover deep beneath the waves. But a new generation of recorders, announced this summer by Airbus and set to roll out on new A350 airframes in late 2019, will make those boxes easier to retrieve. Instead of going down to the bottom with the plane, a recorder will be released and float back to the surface. It will then send a signal that satellites could pick up, allowing searchers to pinpoint its location. That could be just the first step in changing how data is recovered in a plane crash. Some industry advocates suggest that airplanes no longer carry their flight data at all and instead live-stream it to a central storage place on the ground. But "that future is taking some time to materialize all across the fleet," said Charles Champion, executive vice president of engineering at Airbus Commercial Aircraft. "The drawback to that is we don't have broadband everywhere," so streaming is not yet reliable enough to make onboard black boxes obsolete. No matter how they obtain the information, investigators say it is important to learn the causes of air crashes. "If you don't solve the accident or if it remains unclear, it can cast a pall," said Peter Goelz, a former managing director of the National Transportation Safety Board. "The way you do that these days is by looking at the data." The redesigned recorders are largely a response to two of aviation's biggest modern-day disasters. Both highlighted the limitations of the current generation of black boxes. In 2009, Air France Flight 447 crashed into the Atlantic en route to Paris from Rio de Janeiro, killing all 228 people on board. After a multinational, multimillion-dollar search that lasted more than two years, the flight data and cockpit voice recorders were finally recovered from the ocean floor. They revealed that the crash had been caused in part by faulty pitot (pronounced PEE-toe) tubes - sensors that provide airspeed data to the pilots. The tubes had gotten clogged with ice, resulting in some inaccurate data in the cockpit. Confused by mixed signals from their instruments, the pilots unintentionally put their aircraft into an aerodynamic stall, which ultimately caused the crash. In the wake of that time-consuming and expensive recovery effort, many in the aviation industry and regulators began calling for flight data to be made more easily recoverable after a crash. That effort gained traction in 2014 after Malaysia Airlines Flight 370 disappeared. Based on radar data, experts believe it probably veered off course and crashed into the Indian Ocean while flying between Kuala Lumpur, Malaysia, and Beijing. Most of the wreckage, including the data and voice recorders, was never recovered, so the precise cause of the route deviation has not officially been determined. There were 239 people on board. When a plane crashes into water, a sonic beacon on the recorders sends out a signal for about 30 days. In theory, the beacon makes them discoverable with the right sonar equipment, but that is not necessarily the case in deep water, especially if investigators do not already know the precise location of the wreckage. Airbus's new generation of recorders, which is still being developed by L3 Technologies and the Canadian subsidiary of Leonardo DRS, will combine voice and data functions into one apparatus. Aircraft will carry both a fixed and deployable version, each storing 25 hours of cockpit voice - up from about two hours now - and data on thousands of flight parameters. In the event of a crash, the deployable recorder will be released from the plane, "triggered either by structural deformation in the fuselage or because it starts to go under water," Mr. Champion, of Airbus, said. "Under a few meters, it will release, and the box pops up back to the surface." Once the box is separated from the fuselage, a satellite-based detection system will be activated - the first of its kind on a civilian aircraft. "The first alert will go off within three seconds after the beacon is deployed," said Blake van den Heuvel, director of air programs at DRS Technologies Canada. "With that first hit, they'll be able to pinpoint the location of the downed aircraft." Unlike traditional sonic locaters, the satellite-based technology instantly provides the recorder's exact position, updating regularly as it bobs on the water. DRS is designing that satellite locator to last 150 hours - about six days. The traditional beacon on the fixed recorder, in the aircraft, will be upgraded to transmit for 90 days in response to regulations that go into effect in 2018. Mr. van den Heuvel said that his company had been supplying similar deployable recorders on military aircraft for decades and that they had a proven record of recoverability. "For the ones that don't get recovered, I think you'll find that we have situations where we've had a midair collision of two tactical aircraft, two very, very small aircraft both approaching Mach 1, and in that event you have very little left of the aircraft," he said. "For transport aircraft, we've had a 100 percent success rate." Although Boeing has not made any similar announcements about efforts to make data on its aircraft easier to recover, the company emphasized that it placed a high value on safety. "The culture of safety has really progressed collectively over the years," said Elizabeth A. Pasztor, Boeing's vice president for safety, security and compliance. The industry is much more likely than it once was to share data, Ms. Pasztor said. "When it comes to safety, we truly do collaborate as an industry," she said. "This is not an area to compete." In the past, with less technology and fewer regulations, flying was a much riskier way to travel. Archival pages from The New York Times can attest that not so long ago, pilots were more likely to misjudge terrain and crash into mountains, or even to crash into other planes in midair. The last fatal airliner crash in the United States occurred in 2013 when an Asiana Airlines flight came in too low as it approached the runway in San Francisco and struck the sea wall at its edge. Video shows the plane pirouetting dramatically across the runway, but despite the remarkable images, only three people died; one of them survived the crash only to be run over by a rescue vehicle racing to the scene. The passengers who were killed were not wearing their seatbelts and were ejected from the plane. In 2009, 50 people died when a Colgan Air commuter flight from Newark to Buffalo stalled approaching the runway, essentially falling out of the sky. That accident led to a series of new regulations based on recommendations of the National Transportation Safety Board on flight crew training and working conditions. Robert L. Sumwalt, the chairman of the N.T.S.B., emphasized that making flying safer was a shared effort across the industry. It has largely been successful, he said, but is continuing. "When you put all of this together - the human, the machine, the environment, including the things the aircraft manufacturers are doing - those things combine to make our aviation system much more safe than it was a few decades ago," Mr. Sumwalt said. https://www.nytimes.com/2017/09/29/business/black-boxes-plane-crashes.html Back to Top Delta flight that suffered engine failure makes safe emergency landing in Detroit ROMULUS, Mich. (WXYZ) - 7:36 a.m. A Delta flight that suffered an engine failure on the way to Detroit has landed at DTW without incident, the airport confirms to 7 Action News. We're told 165 people were on board Delta flight 964 from New York's LaGuardia airport. 7:30 a.m. A Delta flight from New York's LaGuardia airport headed to Detroit Metro Airport suffered an engine failure and is expected to make an emergency landing at DTW. FlightAware says Delta 964 is about 10 minutes away from landing at DTW. We're told 165 people are on board the plane. http://www.wxyz.com/news/delta-flight-en-route-to-detroit-suffers-engine-failure-to-make- emergency-landing Back to Top ATC Privatization To See October Battle In Congress Proponents of moving U.S. air traffic control (ATC) out of the FAA and into a nongovernment, nonprofit entity are looking for a significant victory in October. The aviation agency has been kept open through March 2018, at least. In quick order Sept. 28, Congress passed a bill providing a so-called "clean extension" of six months of current FAA authority. Passage came in quick order, but not without a proverbial gasp as the House of Representatives-which has to start the lawmaking because of revenue provisions-first tried to attach unrelated-and-controversial provisions before the Senate stripped them out; the House then conceded. Rep. Bill Shuster (R-Penn.) chairman of the House Transportation and Infrastructure Committee, and his allies, who are pushing the proposal to move ATC out of the FAA, are working toward House passage in October of their proposed 21st Century Aviation Innovation, Reform and Reauthorization (AIRR) Act (HR 2997). They claimed momentum throughout September in whipping enough votes, but also admitted they were not there yet to pass it before FAA authority was set to expire Sept. 30. Opponents are gearing up for the legislative fight, as well. "While I'm glad the House has accepted the Senate changes to the FAA extension and the FAA will not shut down, we should not be in this situation," Rep. Peter DeFazio (Ore.), the ranking Democrat on the House Transportation Committee, said. He said such extensions have been necessary "only because Republicans have wasted years on their crusade to privatize our nation's air traffic control system and hand over billions of dollars in public assets to a private corporation run by the major airlines. "Republicans and Democrats agree on most of the 21st Century AIRR Act. We all want a long-term bill that improves safety, enhances the air travel experience, encourages innovation and emerging technologies, provides for stable aviation program funding, and makes needed and targeted reforms to critical FAA programs," DeFazio said. Pete Bunce, president and CEO of the General Aviation Manufacturers Association (GAMA), agreed. "GAMA urges Congress to now focus on passing bipartisan, consensus-driven FAA reauthorization legislation that addresses many critical aviation issues, such as aircraft-certification reform and continued implementation of on-schedule modernization programs," he said. "They should reject air traffic control privatization proposals, including Title II of HR 2997, which are divisive, distracting and fraught with risks." Shuster's proposal has split congressional Republicans and drawn almost universal opposition of Democrats across Capitol Hill. But he has President Donald Trump's backing: The White House has labeled the ATC proposal the cornerstone of its infrastructure push. Proponents of moving ATC out of the FAA claim Congress and the FAA have dithered for too long, spent too much and achieved too little with regard to modernizing ATC, and that it can be better pursued by an outside entity. They assert that the 21st Century AIRR Act maintains substantial oversight and regulatory protections for public flyers and the various communities within aviation, as well as specific provisions that essentially maintain the status quo for controllers, and general and business aviation. The idea is not new, they have noted, but the time has come to put it into action. www.aviationweek.com Back to Top Neptune Aviation retires firefighting planes MISSOULA - Since its founding in 1993, Neptune Aviation's P-2 V tankers have flown missions over thousands of wildfires, providing safety not only in the Northern Rockies but all over North America. The planes were originally designed for the U.S. Navy to be used for maritime patrols and anti- submarine missions. but since their creation, they have been used for dozens of different jobs. According to the company, of the 12 used nationwide, seven of the aircraft are owned by Neptune Aviation. The Missoula-based company has managed to keep the planes operational by getting the parts they need to maintain them "Right here in Missoula. we can make the wheels for the aircraft. we can make wing flaps. We deal with the avionics. So anything the airplane needs we make," Neptune Aviation CEO Ron Hooper said. For many of the pilots who flew these aircraft, Saturday was an emotional day, "there's a lot of history with it and a lot of fond memories, so it's an emotional time.," pilot Robert Minter. The process of switching over to a more modern aircraft has been in the works since 2009 and although the time has finally come to bring in newer aircraft, the P-2 Vs have been praised by pilots and engineers for their durability and strength. Neptune Aviation CEO Ron Hooper says that retiring the planes is bittersweet, but he looks forward to the future. "i think that what's been important is our commitment to the community and the community support that we get. And then our resiliency and our ability to successfully to go from a P2 fleet to the 146 fleet." Neptune currently has nine of the newer more modern aircraft meant to take over now that the P-2 Vs have been retired. http://www.kpax.com/story/36494716/neptune-aviation-retires-firefighting-planes Back to Top Why electric airplanes within 10 years are more than a fantasy Startups plan to make hybrid airplanes, and eventually purely electric ones. This electric jet doesn't exist yet, but it might in 2027! One of Europe's largest airlines, EasyJet, announced on Wednesday that it is aiming to begin service with electric-powered airplanes within the next decade. EasyJet will be collaborating with an aviation startup called Wright Electric to make this vision a reality. The companies have ambitious goals: they want to build airplanes with room for 120 and 220 passengers and a range of 335 miles. That's so ambitious, in fact, that I was a little skeptical that anyone should take it seriously. The fundamental problem is a matter of physics: the energy density of jet fuel is way, way higher than the energy density of batteries. As a result, while a conventional airplane can travel thousands of miles before refueling, electric airplanes can only travel a fraction of that distance before they run out of juice. Yet there's significant room for improvement in electric airplane technology, argued NASA scientist Sean Clarke in a Thursday email to Ars. "Electric propulsion systems may be relevant in the marketplace sooner than you might expect, because they can be much more efficient," Clarke told Ars. Not only is battery performance steadily improving, Clarke argues, but there are ways to improve the performance of electric motors and thereby squeeze more range out of existing battery technology. And there's another way to capture most of the benefits of electric airplanes while still achieving reasonable range. A Seattle startup called Zunum Aero is developing an electric airplane that combines battery power with a conventional generator. Zunum expects its first airplane, which it's aiming to release in the early 2020s, will have a range of 700 miles-far enough to serve many popular short-haul routes in the United States and around the world. Electric airplanes push the limits of battery technology Jet fuel has a specific energy of 12,000 watt-hours per kilogram, Clarke told Ars. For comparison, battery systems work out to around 200 watt-hours per kilogram. In other words, jet fuel is about 60 times as efficient for storing energy as batteries are. This is somewhat offset by the fact that electric motors are about three times more efficient than jet engines. But that still means that you can go a lot further with a kilogram of jet fuel than you can with a kilogram of batteries. According to Clarke, one of the best electric airplanes on the market, the Alpha Electro, has a range of around 80 miles. That's a tiny fraction of the range of conventional airplanes powered by jet fuel- and much less than the 335 mile goal EasyJet touted in its press release. Clarke, a leader of NASA's own experimental X-57 electric airplane project, told Ars that, despite the limitations of battery power, electric airplanes have real promise. For starters, battery technologies have been improving at around seven percent per year. If that pace of progress continues, batteries will hold about twice as much energy a decade from now as they do today. Also, there are efficiency gains to be had by re-designing airplanes to work with the strengths of electric motors, which are lighter and more reliable than conventional jet engines. For example, Clarke plans to move the propellers on the X-57 out to the edges of the wings. "This may improve aircraft efficiency by reducing the drag caused by the vortex that forms at most wingtips. This isn't really feasible with gas burning engines because they would be too heavy mount at the wingtip," he says. Also, he said "aircraft are required to operate even with a failed engine, which would not be feasible if the only remaining engine is at the wingtip. Electric motors may become so reliable that it isn't credible to have a motor fail entirely." Hybrid systems can bridge the gap Jeff Engler is the CEO of Wright Electric, the startup EasyJet says will provide it with electric passenger planes within the next decade. In a Thursday phone interview with Ars, Engler readily acknowledged that the projected range of 335 miles was beyond the capabilities of today's lithium- ion batteries and that the lithium-ion battery technology may not improve quickly enough to achieve the goal within the next decade. The company is still in the early phases of designing its aircraft, and Engler says the company is considering a number of alternative approaches. "We're looking at other battery technologies: lithium sulphur, aluminum air, and fuel cells," he told Ars. Wright Electric is also looking into the hybrid approach, Engler said, using "turbine engines as a range extender." One advantage of this approach, he pointed out, is that airplanes always need extra fuel to provide a margin for safety. Extra fuel is much lighter than extra batteries, and the spare fuel doesn't get burned on most flights, minimizing its environmental impact. Zunum Aero is planning to build a hybrid plane, and that allows it to offer longer range than EasyJet is touting. "Our plane should fly a 700-mile range in the early 2020s, out to 1000 miles by 2030," Zunum chief marketer Sandi Hwang Adam told Ars in a Friday phone interview. Zunum plans to start small by building airplanes designed for 10 to 50 passengers. Adam said the electric propulsion system should reduce noise by 75 percent compared with conventional airplanes. And carbon emissions could be reduced by as much as 80 percent. "We also designed the aircraft so it's battery technology agnostic," she told Ars. In the early years, the aircraft will depend heavily on supplementary power from the onboard generator. However, she said, "you can easily swap out batteries." As batteries with higher energy densities become available, airlines will be able to swap them into existing airplanes, allowing them to draw more power from the batteries and less power from burning fossil fuels. Electric airplanes won't replace conventional airplanes any time soon. The huge gap in energy density means that long-range flights will remain the domain of conventional airplanes for the foreseeable future. But Adams, Clarke, and Engler all envision a future when short-range flights- those measured in hundreds rather than thousands of miles-are handled by hybrid airplanes and eventually by purely electric ones. Those short flights account for a significant share of overall air travel. Electric airplanes have the potential to make these flights quieter, more efficient, and better for the environment. https://arstechnica.com/cars/2017/10/airline-plans-to-use-electric-airplanes-in-10-years-is-that- possible/ Back to Top The lab where aging aircraft are dissected for science - and safety A Boeing 777 jet departing Frankfurt, Germany. Credit: Oliver Holzbauer/CC BY-SA 2.0. Flying may be stressful for some people, but planes have it much harder: Every takeoff, landing and patch of turbulence adds wear to a plane's airframe, or body. Planes in the US undergo careful inspections and routine maintenance to combat this wear. But how do airplane mechanics know what needs inspecting or maintaining, especially when not every issue is visible from the surface? That's where the Aging Aircraft Lab comes in. Located at Wichita State University's National Institute for Aviation Research, the lab is where aging planes are taken apart piece by piece to learn more about the ravages of time on various aircraft designs - from cracking, to corrosion, to metal fatigue. And we're not just talking about on very old planes. "Really, we start the aging process the minute an aircraft rolls off the production line," says lab director Melinda Laubach-Hock. "We want to get ahead of the problems before they happen." "Most of the aircraft have cracking at some point in their life, also corrosion issues, so it's best to have a plan from the beginning on how you're going to treat those before they come up in the fleet," she adds. "Engineers have gotten very good at predicting when cracks will occur, where they will occur, and they develop really good inspection plans to address those and keep our aircraft safe. But every now and then, there's an issue that just pops up at a certain point in the service life that no one could predict because we're not perfect at doing engineering work." The lab often receives donor planes to do its research, or occasionally uses funding from the Federal Aviation Administration to purchase old aircraft. Laubach-Hock says her team has examined everything from passenger jets to military bombers, tankers, and fighter aircraft. In the process, they inspect each piece of the airframe for damage, using techniques like a fluorescent dye bath to highlight cracks on some parts. On others, they use what's called an eddy current machine. "It basically induces an electromagnetic field into the part," Laubach-Hock explains. "And you have trained technicians that look at a scope, and when they get a specific signal, that tells them there's a crack." Even ultrasounds can be used to detect issues in certain materials, she adds. The team also performs structural testing - subjecting planes to simulated takeoffs, landings, wind gusts and "anything that would cause cracks or damage to the airframe," she says. "We can do an entire lifetime of an airframe in a couple of years instead of waiting for 20, 30 years down the road." The lab's inspection is painstaking - by Laubach-Hock's estimate, it takes about a year to take apart and inspect a Cessna-sized aircraft, and in the process, the team examines areas that haven't been seen since the aircraft was built. "Dissected" planes can't be returned to service, but what's learned from them can make the remaining fleet safer. "I just finished a program on the KC-135," Laubach-Hock says, referring to the military tanker. "It was designed and built in the '50s and the '60s ... and they originally designed that aircraft to last 10 years." "Well, now here we are in 2017. They're looking to fly that aircraft to 2040, 2050, maybe even beyond. So, how do you keep an aircraft flying when the average fleet age is going to reach 80 years? So the teardown process was very important to them." But in the future, Laubach-Hock hopes planes will be built with sensors to self-diagnose problems during their service life. She says there's already been research done into structural health monitoring, "which means embedding sensors into certain parts of the airframe as you build it and then monitoring certain properties of the airframe as you go on." "Just think about the engine in your car," she adds. "It gives you a light and says something's wrong with it. That's applicable to airframes too. We just haven't been able to get there with the structural part of an airframe yet." https://www.pri.org/stories/2017-09-30/lab-where-aging-aircraft-are-dissected-science-and-safety Back to Top Cathay Pacific to slash housing packages for pilots as part of ongoing cost-cutting drive The proposals affect 43 per cent of Cathay Pacific's 2,500 Hong Kong-based cockpit crew The airline may have turned a corner after its big first-half loss, and increased passenger and cargo demand as well as its cost-cutting plan could lift its share price. But Chinese airlines are set to be fierce rivals Hong Kong-based pilots were told on Friday evening of changes to their accommodation perks, each worth up to HK$1.2 million annually, according to an internal memo seen by the Post. The airline said it was giving three months' notice to pilots who benefit from the Accommodation and Rental Assistance Policy Agreement, which cost more than HK$900 million last year for the more than 1,000 eligible cockpit crew. The airline said "significant savings" could be made. Cuts to pilots' housing benefits will be part of the targeted pay freeze, pension changes and productivity savings worth HK$1 billion sought by Hong Kong's flagship airline. "This is simply not feasible in the current economic environment," the airline's flight operations director Anna Thompson said in a memo to pilots on Friday night. The company said it had "no choice" as it was "faced with tough decisions". Cathay Pacific to save HK$2.2 billion by changing investment in new planes The proposals affect 43 per cent of Cathay Pacific's 2,500 locally-based pilots. The rest of the aircrew receive housing allowances up to HK$500,000 a year. The Hong Kong Aircrew Officers' Association, which historically has been swift in considering industrial action, has made no mention so far of any such plans. On the airline's request for changes, the union said its legal advice showed the company could not unilaterally change employment contracts. The airline and pilots' union are currently in broader negotiations, though the memo indicated the talks were not making sufficient progress. "Despite ongoing efforts from both sides, we are not yet at a point where we have reached an agreement," Thompson said. The union said it was rethinking its approach to talks with the company, but remained "committed" to finding a resolution. Worst could be over for Cathay Pacific, but beware of tough competition in the skies An affected Cathay Pacific captain, who has flown for the airline for 20 years warned: "Recruiters will be lapping at our door [and] many will leave. And then the problems will be exacerbated." In 1999, a row over forced pay cuts and sacking threats saw pilots take industrial action causing cancellations and disruption to hundreds of flights. "The lessons from that era remind us that goodwill, while vital, simply cannot be legislated by force," the union warned members. "We have a mutual vested interest in the success of our company. But, it is also critical that management recognises the value of the contributions we make to our airline." Cathay Pacific cabin crew back extending retirement age from 55 to 60, internal ballot reveals A 2016 Jones Lang LaSalle's expatriate real estate survey found that those with housing packages worth HK$100,000 a month or more was just 7 per cent of clients, down from 31 per cent in 2012, which the airline used to justify the proposed changes. The survey also found more than half of its clients received up to HK$30,000 in housing benefits last year. A Cathay Pacific spokeswoman confirmed a notice had been sent to pilots, adding that its salary and benefits remained "competitive" to attract and retain pilots. "We will continue to work in a collaborative manner with an aim to come to an agreeable solution," a spokeswoman added. Overall, pilot costs totalled almost half of the company's HK$19.7 billion spending on employees last year, who represent 14.6 per cent of the 26,670-strong workforce. Some 600 jobs have been cut to stem the losses, including a HK$2.05 billion deficit in the first six months of 2017. http://www.scmp.com/news/hong-kong/economy/article/2113506/cathay-pacific-slash-housing- packages-pilots-part-ongoing Back to Top Monarch Airlines collapses, leaving 110,000 passengers without flights Huge effort to repatriate stranded travelers under way Monarch aircraft are seen parked after the airline ceased trading, at Manchester airport in Britain, on Monday. British budget carrier Monarch Airlines has declared bankruptcy and halted operations, leaving up to 110,000 passengers stranded abroad after all flights and vacations were canceled. What happened: The company entered administration on Monday, in what is being described as the U.K.'s biggest-ever airline collapse, after struggling to keep going amid a price war. "Mounting cost pressures and increasingly competitive market conditions in the European short- haul market have contributed to the Monarch Group experiencing a sustained period of trading losses," the carriers' accountants KMPG said in a statement. Help for customers: The U.K.'s Civil Aviation Authority has launched a program to bring stranded travelers home on new flights. This covers those overseas now and due to fly back before Oct. 15, an estimated 110,000 people. "This is the biggest U.K. airline ever to cease trading, so the government has asked the CAA to support Monarch customers currently abroad to get back to the U.K. at the end of their holiday at no extra cost to them," said Andrew Haines, the chief executive of the CAA, according to a report in the Guardian. "We are putting together, at very short notice and for a period of two weeks, what is effectively one of the U.K.'s largest airlines to manage this task," he said. But those yet to take a trip have been told not to go to the airport, as all 300,000 future bookings have been canceled. Those who bought before Dec. 14, 2016 can make a claim for compensation under the ATOL industry financial protection scheme for consumers in the U.K. People who booked after that cannot lodge a claim. Airlines face headwinds: The battle between Europe's low-cost carriers for passengers has driven ticket prices lower, pushing some airlines into financial difficulties. Germany's second-biggest carrier Air Berlin AB1, -9.15% filed for insolvency in August, and Alitalia's assets are under the hammer after the Italian flagship went insolvent, too. In September, Ryanair canceled 18,000 flights as it suspended 34 routes until March, blaming a problem with pilots' vacation scheduling. Monarch was on track to lose 60 million pounds ($80 million) this year and above £100 million next year, the company's CEO Andrew Swaffield said, according to The Wall Street Journal. Some costs rose due to the slump in sterling after the Brexit vote last year. A search for a buyer for Monarch failed, Swaffield said. What analysts are saying: "Listed airlines like EasyJet and IAG may pick up the spoils of the extra bookings, but investor confidence in the sector will take another hit so soon after the Ryanair over- bookings debacle," said Jasper Lawler, head of research at LCG. "The third airline failure this year in Europe, after Alitalia and Air Berlin, is a symptom of overcapacity and overly-aggressive pricing," said Neil Wilson, senior market analyst at ETX Capital. "There are now only really five big carriers operating in Europe: Ryanair RY4C, +2.27% , Lufthansa Group LHA, +3.28% , International Airlines Group IAG, +1.77% ICAGY, -0.25% , Air France-KLM AF, +1.42% , and EasyJet EZJ, -0.45% . Many more mid-sized carriers are limping on thanks to cheap oil, but further consolidation may be necessary," Wilson added. By the numbers: Monarch, headquartered in Luton, employed 2,100 in its companies providing flights and packaged vacations. It had a capacity of more than 6 million seats a year and tour operator passenger volumes of more than 200,000 a year, according to the airline. Established in 1968, Monarch flew out of five airports in the U.K. to more than 40 destinations. Market response: Shares of rival low-cost carrier EasyJet rose 3.7% in London, falling back from an earlier gain of as much as 5.3%, after the Monarch announcement. Other travel and leisure stocks were higher, partly on the prospect they may buy some of Monarch's assets at a discount. Travel operator Thomas Cook PLC TCG, +2.41% was up 2.8%, for instance. http://www.marketwatch.com/story/monarch-airlines-collapses-leaving-110000-passengers- without-flights-2017-10-02 Back to Top Airline licence body warns Hong Kong Express of possible action over 'golden week' cancellations * Budget carrier apologises to passengers affected, but says it helped all 2,070 affected book alternative flights, or gave them a refund * The body that licenses airlines in Hong Kong has warned of possible action against Hong Kong Express over its raft of late-notice "golden week" cancellations. That came as the budget carrier admitted the debacle was partly due to an exodus of safety trainers two months ago, that had affected its number of qualified crew members and pilots. The Air Transport Licensing Authority demanded a report, explaining the disruptive cancellations, from the airline within a week. Transport minister Frank Chan Fan, who criticised HK Express for having acted "irresponsibly", also hinted the airline could have breached the terms of its licence. The carrier made a public apology on Sunday, two days after it emerged it had pulled 18 regular flights between Hong Kong and Osaka, Nagoya and Seoul, scheduled to fly from October 1 to 8. The cancellations caused travel headaches for many Hongkongers, during the "golden week" of public holidays. Andrew Cowen said the company lost three key safety trainers and one training manager in August. The airline managers rejected Chan's criticism. They said they had helped all 2,070 affected passengers book alternative flights, or given them a refund, in the past few days. In a statement on Sunday, the authority said it had noted the cancellation saga and would "take necessary follow-up action on the matter". The Civil Aviation Department (CAD) had already ordered HK Express to explain itself. Chan said: "All Hong Kong-based airlines must fulfil two requirements to retain their licences. They must protect the public interest and must guarantee enough staff and flights in service." Airlines worldwide experience disruption after check-in system glitch He said the authority and the department would independently decide on possible penalties after finishing their investigations, and that the government would review what happened, to avoid a repeat. HK Express chief executive Andrew Cowen said on Sunday the company lost three key safety trainers and one training manager in August. The Post understands the trainers resigned after a dispute with senior managers. He said that disrupted training for more than 700 cabin crew and pilots. Frank Chan said the government would review the debacle, to avoid a repeat. "Our overall cabin crew number is tighter than we would like," Cowen said. He said maternity leave, illness and staff quitting the company had exacerbated the shortage. On average, an airline needs 20 to 25 staff on standby each day to cover unexpected absences. But on September 24 the company discovered it was five to six standby staff short for each day from October 1 to October 8. Cowen said senior managers were told of the shortage the next day, and decided to cancel the 18 flights the day after that. The government was notified of the cancellations on Thursday and the public on Friday. "If we had just continued the programme as planned, the risk was that we might find the limited number of standby crew was not enough to cover any sick leave, and we would then be cancelling flights on the days during the 'golden week'," he said. The airline hired four new trainers in August, but they were still going through internal training before applying to the CAD for certification, Cowen said. Currently, 48 cabin crew and three pilots are waiting for safety training. Cowen said flights after October 8 should not be affected, because the level of standby staff would return to normal. http://www.scmp.com/news/hong-kong/community/article/2113556/hong-kong-express- apologises-2070-passengers-affected Back to Top American And JetBlue Plan To Squeeze Even More Seats Into Domestic Aircraft Domestic travel on American Airlines and JetBlue is about to get even more uncomfortable. In the last week, both carriers have unveiled plans to add extra seats to a portion of their respective fleets, tightening up legroom and piling revenue onto an already healthy industry. American's plans were announced at the company's media and investor day, an annual event held to showcase American's forward looking efforts. Among the myriad fleet updates planned, the airline revealed plans to align is legacy US Airways and American Airlines Airbus A321 fleet, adding as many as nine more seats to the economy cabin throughout the process. The airline's 737-800 fleet, meanwhile, is slated to get twelve more seats -- or two rows -- in the economy cabin. A jetBlue airplane sits on the tarmac waiting for take off at Ronald Reagan Washington National Airport in Arlington County, Virginia, 3 miles (5 km) south of Washington, DC on January 24, 2017. / AFP / Daniel SLIM Airbus A321 and Boeing 737-800 aircraft make up a large part of American's domestic fleet. The airline has around 220 A321s currently in service with another 100 on order, while there are about 300 737-800s in operation. "I don't think we're ever going to lose money again," bragged Doug Parker, American's CEO at the media and investor day, pointing to the revenue upside of adding more economy seats to the aircraft. American plans to add the seats by reconfiguring the aircraft with new, slimmer seats while keeping leg room, or seat pitch, about the same at 30 inches. In June, the airline's plans to reduce seat pitch down to 29 inches on some aircraft was widely condemned. It later backtracked on those plans. JetBlue, meanwhile, has set forth similar plans on its upcoming Airbus A320 fleet overhaul. Over the next three years, the New York-based low cost carrier plans to upgrade the cabins on its 130 A320-200s to include 12 extra seats, or two more rows. That upgrade will reduce seat pitch overall down to 32 inches, which is still more generous than all three legacy U.S. carriers. Both American and JetBlue's upgrades are clearly aimed at fitting more passengers onto aircraft and maximizing revenue. And investors definitely took note. American closed the week up at $47.49 after opening the week at $46.98 -- an increase of just over 1%. JetBlue, however, dropped just under 1% to $18.53 down from $18.70 on the week. https://www.forbes.com/sites/grantmartin/2017/10/01/american-and-jetblue-plan-to-squeeze- even-more-seats-into-domestic-aircraft/#63bdeb2e7ae8 Back to Top Emirates predicts India will be 'third largest aviation market' India is already third largest for domestic passenger traffic, more growth possible Passengers check in at the departure hall at Terminal 3 of Indira Gandhi International airport in New Delhi. India is fast becoming the world's third largest aviation market, with passenger numbers growing by around 20 percent each year - far exceeding the global average of 7.3 percent, Emirates noted in its latest monthly bulletin. The Dubai-based carrier said in 2016 India's domestic passenger traffic stood at 100 million, an increase of 23 percent from the previous year and making it the third largest market for domestic passengers. Meanwhile, India's international traffic stood at 59 million, an increase of 10 percent, Emirates said, citing figures from OAG Analyser, IATA and the Centre for Aviation (CAPA). In recent years, much of India's aviation growth has come from Indian carriers, which have significantly built their market share with new international services, Emirates' bulletin said. Air India, for example, has launched new routes from India to San Francisco, London, Vienna and Madrid in the past year, while Jet Airways, SpiceJet and Indigo have also expanded. Expansion by Indian carriers into the US is particularly significant, Emirates said, adding that the three largest US carriers (Delta, American and United) barely serve the US-India market at present, "claiming that Emirates has driven them out". "While they complain, Air India continues to grow and now operates to five US points (New York, Chicago, Newark, San Francisco and Washington D.C.) with plans to add two more (Los Angeles and either Houston or Dallas). Emirates ranks third among the international carriers operating to and from India, with an 8.7 percent market share, the airline said, behind Jet Airways with 13.7 percent and Air Indian with 10.4 percent. Meanwhile, in the past few years, seat capacity between Indian and Dubai has increased significantly, Emirates' bulletin noted. Again, most of this growth has come from the Indian carriers, who in i2015 alone, increased capacity by 27 percent between the two points, copmared with 14 percent growth from Dubai carriers. Indian carriers now have a 64 percent market share in terms of frequencies on routes between Dubai and India, with 362 weekly flights compared to the 202 operated by Dubai carriers, according to OAG Analyser statistics. "As a long term strategic partner for India, Emirates is committed to future investment and expansion in th emarket to support India's 2020 growth targets," the airline wrote. "With increased capacity, Emirates can contriute even more to India's growth in the years to come." http://www.arabianbusiness.com/industries/transport/380107-emirates-predicts-india-will-be-third- largest-aviation-market Back to Top GENEVA HOSTS GLOBAL SUSTAINABLE AVIATION SUMMIT Over 300 delegates are meeting in Geneva this week for the ninth Global Sustainable Aviation Summit, organised by the Air Transport Action Group. The Summit brings together industry sustainability experts with governments and civil society to look at the role air transport can play in supporting economic growth and reducing environmental impacts. ATAG's executive director, Michael Gill, says: "With delegates attending from 45 countries, this is a true microcosm of the worldwide nature of the aviation industry and goes to show that sustainability is top-of-mind in all parts of the world. "This year's Summit will re-visit some vital areas of action around climate change, whilst also exploring new areas of focus including: the sustainable development goals; reporting and regulation; community relations; the recycling of aircraft; and helping to stamp out the both human and wildlife trafficking." In 2009, the Summit was the venue for the aviation industry to declare the world's first goals for reducing carbon dioxide emissions from any transport sector. In subsequent years, the sector has worked at the International Civil Aviation Organization to deliver both a CO2 Standard for new aircraft and a global government agreement for an offsetting scheme for international aviation. The industry has also continued to improve fuel efficiency across its fleet. "The Global Sustainable Aviation Summit provides a real catalyst for collaborative action across the sector, on a wide variety of issues," says Gill. "Sustainable development is everyone's business. But for an industry as reliant on coordinated teamwork as aviation, having a venue for experts from across the sector to meet and share ideas and experiences is invaluable. The Summit and peer-to-peer workshops facilitate this process." http://www.airport-world.com/news/general-news/6366-geneva-hosts-global-sustainable-aviation- summit.html Back to Top Webb Telescope Faces 5-8 Month Launch Setback HOUSTON-The planned launch of NASA's $8.8 billion James Webb Space Telescope is slipping from October 2018 to between March and June of 2019 to accommodate further hardware integration and pre-mission preparations, the space agency announced Sept. 28. JWST's five- to 10-year mission to seek out the earliest, most distant galaxies and search the atmospheres of extrasolar planets for signs of biomarkers with the partnering European and Canadian space agencies will kick off with an Ariane 5 launch from Kourou, French Guiana. NASA reassessed the launch schedule to allow for longer-than-expected integration and testing of the spacecraft bus and tennis court-sized Sun shield at Northrop Grumman Aerospace Systems, of Redondo Beach, California, the prime contractor. "The change in launch timing is not indicative of hardware or technical performance concerns,'' said Thomas Zurbuchen, the director of NASA's science mission directorate, as part of the announcement. Rather, the integration of the various spacecraft elements is taking longer than expected." The observatory's existing budget remains adequate to accommodate the change, and planned science operations will not be jeopardized, according to NASA's update. JWST is no stranger to setbacks. The observatory was first conceived in 1996 as a follow-on to the now 27-year-old Hubble Space Telescope. Early cost estimates ranged from $1 billion to $3.5 billion, with launch between 2007 and 2011, according to a previous U.S. Government Accountability Office audit. The program achieved new stability after reforms in 2011. Meanwhile, the telescope hardware itself is now in a slow warm-up phase as it emerges from a challenging thermal vacuum chamber test at NASA's Johnson Space Center here. The testing was configured to assess how the infrared observatory will function in temperatures of about -400F, or 33K, at its final destination, the L-2 Sun/Earth LaGrange point about 1 million mi. from Earth. The massive circular door to the nearly nine-story Apollo-era thermal vacuum chamber that surrounds the James Webb's 18-segment mirror and integrated science module was closed on July 11. The gradual warm-up to 68F, or 293K, that got underway on Sept. 27 will permit the low- temperature vacuum testing to reach its goal of 93 to 100 days duration by mid-October, when the door is to be unsealed, according to Rob Gutro, a spokesman for NASA's Goddard Space Flight Center in Greenbelt, Maryland, which manages JWST development. A day later, chamber temperatures simulating those at the JWST's L-2 final destination had warmed to -373F, or 48.2K. Outside of the test facility housing Johnson's Chamber A and the telescope, skies were sunny as temperatures climbed to near 90F, high enough to continue erasing memories of Hurricane Harvey that drenched Houston and JSC with more than 40 in. of rain between late August and early September. Though Johnson was forced to close for more than a week to cope with Harvey's high water and some roof leaks, JWST testing continued without interruption and is supplying the desired prelaunch data, Gutro said. The telescope hardware and components reached Houston from Goddard by C-5 air transport on May 4, or about two months later than planned. That setback was linked to trouble with vibration and acoustic testing simulating the launch environment on the 21-ft.-wide mirror and science instrument package. When it departs Houston at the completion of the thermal vacuum test, the telescope's comex primary mirror and science module are to be flown to Northrop Grumman facilities in Redondo Beach, California, where they are to be integrated with the spacecraft bus and Sun shield for further prelaunch testing. The latest launch delay will provide additional environmental testing of the fully assembled observatory to ensure a thorough evaluation, including lessons learned. Evaluations to date indicate the hardware is meeting its required performance levels, according to the agency's Sept. 28 update. Once final assembly and testing are complete at Northrop Grumman, JWST is to be transported by barge to the European Space Agency's launch complex in French Guiana. www.aviationweek.com Back to Top ERAU-ICAEA Conference on Aviation English - May 9-11, 2018 Curt Lewis