Flight Safety Information October 17, 2017 - No. 206 In This Issue Incident: Malaysia A388 at Kuala Lumpur on Oct 15th 2017, dropped nose wheel after landing Incident: Flybe E195 near Dublin on Oct 16th 2017, smell of smoke in cockpit EVAS - Cockpit Smoke Protection Incident: Provincial DH8C at St. John's on Oct 6th 2017, rejected takeoff due to uncommanded propellor reversal Cessna 650 Citation III - runway excursion (Brazil) Feds mull tougher balloon pilot rules year after Texas crash Indonesia AirAsia Jet Plunges 24,000 Feet in Just 9 Minutes Air traffic controllers in Mumbai to get special training to enhance passengers' safety PNG ACCIDENT INVESTIGATION COMMISSION RELEASES REPORT INTO RECIPROCAL TRACK AIRSPACE PROXIMITY INCIDENT Elliott Aviation, Garmin announce upgraded King Air flight deck Austrian Airlines to hire 100 airberlin pilots ROGER THAT! Do you speak 'pilot'? The 300-word language that senior air crew must speak WSU researchers create renewable jet fuel Airbus to Buy Majority Stake in Bombardier C Series Jet Program Loss of Control: What Went Wrong...By Arthur Torosian GRADUATE RESEARCH SURVEY REQUEST 2017 FORAS Workshop - November 29-30, 2017, Taoyuan, Taiwan. Organized by Flight Safety Foundation and EVA Air Air Traffic Control Investigation from SCSI POSITION AVAILABLE: General Manager & Senior Flight Data Analyst POSITION AVAILABLE: Associate Air Safety Coordinator Incident: Malaysia A388 at Kuala Lumpur on Oct 15th 2017, dropped nose wheel after landing A Malaysia Airlines Airbus A380-800, registration 9M-MNB performing flight MH-3 (dep Oct 14th) from London Heathrow,EN (UK) to Kuala Lumpur (Malaysia), landed on Kuala Lumpur's runway 32L and slowed. While vacating the runway the left nose wheel could not be seen on the nose gear, the aircraft's nose was supported by the right hand nose wheel only. The aircraft stopped clear of the runway and was towed to the apron. The airline reported the aircraft had safely landed in Kuala Lumpur. While taxiing towards the gate a nose wheel experienced a failure, which is being investigated. All passengers and crew disembarked normally via stairs. http://avherald.com/h?article=4afc8288&opt=0 Back to Top Incident: Flybe E195 near Dublin on Oct 16th 2017, smell of smoke in cockpit due to atmospheric conditions, a number of flights affected A Flybe Embraer ERJ-195, registration G-FBEM performing flight BE-4521 from Cardiff,WL (UK) to Dublin (Ireland), was enroute when the crew reported the smell of smoke in the cockpit. The crew decided to continue the flight to Dublin where the aircraft landed safely. Emergency services did not find any trace of fire, heat or smoke. National Air Traffic Services (NATS) reported they had to facilitate a number of diversions reporting smoke in the cockpit during the day. The observations were caused by atmospheric conditions with the remnants of Hurricane Ophelia reaching Ireland and affecting parts of Britain. Ophelia was carrying sand from the Sahara as well as smoke from forest fires in Spain and Portugal causing a strangely reddish sky over Britain. British weather services confirmed Ophelia had picked up sands from the Sahara and smoke from forest fires in Spain and Portugal before reaching Ireland and the UK. The return flight was cancelled. The occurrence aircraft is still on the ground in Dublin about 14 hours after landing. http://avherald.com/h?article=4afc80c6&opt=0 Back to Top Back to Top Incident: Provincial DH8C at St. John's on Oct 6th 2017, rejected takeoff due to uncommanded propeller feather A Provincial Airlines de Havilland Dash 8-300, registration C-GYCV performing flight PB-907 from St. John's,NL to Saint Anthony,NL (Canada) with 35 passengers and 4 crew, was accelerating for takeoff from runway 29 when the left hand engine (PW123B) experienced an overtorque condition due to an uncommanded feather of the left hand propeller. The crew rejected takeoff, shut the engine down and stopped the aircraft on the runway. The crew subsequently backtracked the runway and vacated the runway via runway 16 about 900 meters/3000 feet down runway 29. A replacement Dash 8-100 reached Saint Anthony with a delay of 2:15 hours. The Canadian TSB reported maintenance replaced propeller, the propeller auto-feather controller and the engine torque sending unit in accordance with manufacturer's instructions. http://avherald.com/h?article=4afc7ce0&opt=0 Back to Top Cessna 650 Citation III - runway excursion (Brazil) Date: 15-OCT-2017 Time: Type: Cessna 650 Citation III Owner/operator: Terra Norte Empreendimentos Rurais e Comerciais S.A. Registration: PP-NPC C/n / msn: 650-0039 Fatalities: Fatalities: 0 / Occupants: 5 Other fatalities: 0 Airplane damage: Minor Location: Maringá-Sílvio Nane Junior Airport, PR (MGF/SBMG) - Brazil Phase: Take off Nature: Executive Departure airport: Maringá-Sílvio Nane Junior Airport, PR (MGF/SBMG) Destination airport: São Borja Airport, RS (SSSB) Narrative: A Cessna 650 Citation III corporate jet suffered a runway excursion after an aborted takeoff at Maringá Regional Airport, Brazil. On board were country musicians Maiara and Maraisa. https://aviation-safety.net/wikibase/wiki.php?id=200418 Back to Top Feds mull tougher balloon pilot rules year after Texas crash FILE - In this Aug. 1, 2016, file photo, National Transportation Safety Board (NTSB) member Robert Sumwalt speaks during a news conference at the scene of the worst hot air balloon crash in U.S. history that killed 16 people in July 2016 near Lockhart, Texas. The crash could result in federal investigators to call for hot air balloon pilots to obtain medical certificates. (Deborah Cannon/Austin American-Statesman via AP File) Photo: Deborah Cannon, AP / Austin American-Statesman Photo: Deborah Cannon, AP AUSTIN, Texas (AP) - Federal investigators could urge medical screenings for hot air balloon pilots during a meeting Tuesday in which they're also expected to formally determine what caused the crash of a Texas ride that killed 16 people, the deadliest disaster of its kind in U.S. history. The National Transportation Safety Board is meeting in Washington to reveal its findings about the July 2016 crash near Austin, Texas. The balloon hit high-tension power lines before crashing into a pasture near the rural town of Lockhart. Experts testified last year that Alfred "Skip" Nichols went up in the balloon despite being aware of poor weather. Both a Texas lawmaker and commercial balloon operators expect the NTSB to recommend that balloon pilots obtain the same medical certification required of airplane and helicopter operators. Investigators have said Nichols had medical ailments and was prescribed at least 10 different drugs, including insulin and oxycodone. He also had at least four convictions of drunken driving, which Republican state Rep. John Cyrier of Texas said would have been known if Nichols had been held to the same standards as other pilots. "All of this would've been uncovered," said Cyrier, who is a licensed pilot and whose district includes the crash site. The Federal Aviation Administration must ultimately approve any recommendations. Cyrier, who said he has spoken with NTSB Chairman Robert Sumwalt during the investigation, said support from Congress will be necessary to push through tougher regulations. Sumwalt, who was appointed NTSB chairman in August, criticized shortly after the crash what he called what he called a "disparity" in the FAA requirements for balloon operators compared to plane or helicopter pilots. Balloon pilots are only required to write a statement certifying that they have "no medical defect" that would limit their ability to pilot a balloon. Before the Texas crash, the 49-year-old Nichols had a long history of customer complaints against his balloon-ride companies in Missouri and Illinois dating back to 1997. Customers reported to the Better Business Bureau that their rides would get canceled at the last minute and their fees never refunded. Scott Appelman, owner of the New Mexico-based balloon operator Rainbow Ryders Inc., said his pilots already meet the higher standards but believes tougher federal requirements won't have an impact, calling Nichols a renegade who operated outside the rules anyway. He said the Texas crash has taken a toll on customers. "It was a significant effect on the balloon industry. The industry has not recovered," Appelman said. http://www.sfgate.com/news/texas/article/Feds-mull-tougher-balloon-pilot-rules-year- after-12283259.php Back to Top Indonesia AirAsia Jet Plunges 24,000 Feet in Just 9 Minutes CANBERRA, Australia - A jetliner rapidly descended by 24,000 feet after the aircraft lost cabin air pressure while traveling from Australia to the holiday island of Bali on Sunday. People aboard Indonesia AirAsia Flight QZ535 described a panicked flight crew announcing an emergency and oxygen masks dropping from the ceiling. Passenger Clare Askew told reporters that airline staff "were screaming, looked tearful and shocked." She added: "Now, I get it, but we looked to them for reassurance and we didn't get any, we were more worried because of how panicked they were." Chris Jeanes told NBC News that AirAsia workers sprinted down aisle shouting "emergency, brace, crash positions" about 25 minutes after the plane took off from Perth, Australia. Jeanes, the passenger, had planned to propose to his girlfriend Casey Kinchella in Bali, but pulled down his oxygen mask and did it on the plane. "Luckily she said, 'yes,'" he added. "We both reconfirmed with each other when we were on the ground." The budget airline said in a statement the pilot turned back "following a technical issue to ensure the safety of passengers." "We commend our pilots for landing the aircraft safely and complying with standard operating procedure," AirAsia Group head of safety Captain Ling Liong Tien said. "We are fully committed to the safety of our guests and crew and we will continue to ensure that we adhere to the highest safety standards." The Australian Transport Safety Bureau, an accident investigator, said it was investigating the airliner's depressurization at 34,000 feet. The plane rapidly descended to around 10,000 feet, an altitude to which cabins are pressurized and at which oxygen masks are no longer needed. Data from FlightRadar, a website which tracks flights globally using GPS, shows the plane descended 23,800 feet in the space of nine minutes. Perth Airport said in a statement that emergency services were on hand when the plane landed 78 minutes after it took off. Peter Gibson, spokesman for Civil Aviation Safety Authority, the Australian industry regulator, said the airline had been asked for information on what occurred on board. Indonesia AirAsia said passengers on the Sunday's aborted flight had been transferred to the next available flight and "provided with all necessary assistance." "The safety of passengers and crew is our priority," the airline said. "AirAsia apologizes to passengers for any inconvenience caused." https://www.nbcnews.com/storyline/airplane-mode/indonesia-airasia-jet-plunges-24-000- feet-just-9-minutes-n810971 Back to Top Air traffic controllers in Mumbai to get special training to enhance passengers' safety * Besides Mumbai, the system will be introduced at Delhi, Chennai and Kolkata airports AAI officials said they formed two teams on Monday using 2:1 ratio, in which two employees will handle the en route stream and one will look after the terminal stream. To enhance passengers' safety and conveniently deal with the growing air traffic, the Airports Authority of India (AAI) started specialising its Air Traffic Controllers (ATCOs) in either of their two air spaces from Monday. Earlier a single controller used to handle flights in both the units. After an order was issued on October 11, AAI implemented the two-stream rating process for the ATCOs. Besides Mumbai, the system will be introduced at Delhi, Chennai and Kolkata airports. The system aims to focus on a particular type of work rather than working in generic airspace. This according to AAI will enable ATCOs to enhance their job skills. This specialisation is classified into two: terminal and enroute. The terminal airspace includes flights that take off and land at the airport. Controllers handling this airspace will focus on honing skills pertaining to take off and landing of flights in Mumbai. The other set of controllers will work on the enroute stream of flights in the upper airspace which includes domestic and international air traffic and also flights overflying or crossing India. "Separation, communication and surveillance required in these two air spaces are different. The work of tower and approach control is fast-paced at airports such as Mumbai. Whereas, in enroute stream, the flights are stable in their path and level. So the skills required in handling such flights are slightly different than those required to in handling takes off and landings," said an AAI official. AAI officials said they formed two teams on Monday using 2:1 ratio, in which two employees will handle the enroute stream and one will look after the terminal stream. A senior AAI official said three institutes in Hyderabad, Gondia and Allahabad will now focus on teaching either of the two airspaces to the new recruits. A few officials also said though the order to have sperate staff for airspaces has been executed, it will take at least a year before the results can be seen. "Though the teams were segregated on Monday, we will ask the trained controllers to handle both the airspaces for time being. Focus on a specific stream will increase passenger safety," said RK Saxena, general manager, Air Traffic Control. http://www.hindustantimes.com/mumbai-news/air-traffic-controllers-in-mumbai-to-get- special-training-to-enhance-passengers-safety/story-gYFJEIW1sKOVWMUWSshl7K.html Back to Top Back to Top Elliott Aviation, Garmin announce upgraded King Air flight deck Elliott Aviation Chairman and CEO Wynn Elliott, right listens as Philip Straub, Garmin vice president and managing director of aviation talks about the 500th G1000 integrated flight deck upgrade that was installed by Elliott Aviation in Moline, Illinois. D. Wayne McLeod, CEO/president of Keewatin Air talks about the new G1000 integrated flight deck upgrade for his companies King Air aircraft, "Keewatin Air operates an all- G1000 fleet in the northern most parts of Canada, equipping seven aircraft in 2015, and an additional two in 2017 has allowed us to set the standard in air ambulance operations and ensure that our flight crews have the best systems available to them to help make every medevac a safe and successful mission," he said. Garmin International, Inc. a unit of Garmin Ltd. celebrated the delivery of its 500th G1000 integrated flight deck upgrade for King Air aircraft at the Elliot Aviation facilities in Milan Monday, October 16, 2017. Garmin International, a unit of Garmin Ltd., and Elliott Aviation, have been working for almost a decade to provide and install new flight decks for aircrafts. Monday, during a news conference at Elliott Aviation in Moline, both celebrated the delivery of Garmin's 500th G1000 integrated flight deck upgrade for King Air aircraft. Starting in 2008, the G1000 has modernized the King Air cockpit by providing operators with enhanced operational benefits and increased aircraft utility, while also offering significant weight savings and a lower cost of operation, according to a press release. Earlier this year, Garmin began deliveries of the G1000 NXi for King Air aircraft, which carries on the lineage of the renowned G1000 integrated flight deck. Of those 500 new upgrades, Elliott, based in Moline, has done more than 300 in a job that takes about 1,000 manhours per aircraft. "As one of the most successful avionics retrofits in this class of aircraft, we have seen G1000 installations in King Air aircraft of varying backgrounds - from fleet workhorses to individual operators," said Carl Wolf, Garmin vice president of aviation sales and marketing. "We would like to express our gratitude to not only our customers, but our talented and trusted dealer network who have helped us to achieve such a tremendous milestone." The milestone G1000 was installed by Elliott Aviation in Moline, in a King Air B200 operated by Keewatin Air, a long-time Garmin customer. Keewatin Air provides medevac and air ambulance services in remote areas of the rugged Canadian Arctic. This milestone upgrade marks Keewatin Air's 9th G1000 integrated flight deck upgrade within their fleet of King Air aircraft, with intentions to add more in the future. "This is really a big deal for Elliott Aviation, a tremendous milestone," said Wynn Elliott, chairman and CEO of Elliott Aviation. He said it is a "great partnership" between his company and Garmin. This comes 10 years after Garmin announced its initial retrofit program for the King Air, which has grown to include the King Air C90A/B, 200, B200, 300 and 350 series aircraft. Since its introduction, the G1000 integrated flight deck has revolutionized the King Air cockpit by incorporating key benefits, such as Synthetic Vision Technology, Electronic Stability and Protection, geo-referenced approach charts and datalink weather. "For the past eight years, the Garmin G1000 retrofit program for King Air aircraft has played a major role in the success of Elliott Aviation. This program shines above all others because it replaces the entire avionics suite - not just parts of the system - and it literally zero-times the aircraft avionics with the latest technology and best-in-class Garmin customer support," said Mark Wilken, Elliott Aviation vice president of avionics programs and operational logistics. Andrew Evans, director of marketing for Elliott, said the company, which began in the Quad-Cities in 1936, replaces all outdated cockpit equipment with the G1000, including replacing the autopilot. He said the process of installing them takes about two weeks per plane. Dave Brown, integrated cockpit manager for Garmin, said the retrofits cost between $350,000 to $400,000. "That equipment is 30 or more years old in electronics," he said. "We take it all out and replace it with the new integrated program." http://qctimes.com/business/elliott-aviation-garmin-announce-upgraded-king-air-flight- deck/article_112a992a-aefe-55f8-962e-78624518b970.html Back to Top Austrian Airlines to hire 100 airberlin pilots Austrian Airlines is looking for about 100 new pilots and is making a special offer to the insolvent airberlin pilots to work at the Lufthansa subsidiary's hub in Vienna. The offer targets pilots who have been actively employed with airberlin over the last six months and have undergone revalidation of their licenses within the last 12 months. A special fast-track selection is designed to accelerate the relocation of pilots. Applicants will have to commit to work for Austrian for at least three years. In addition to the so-called ready-entry pilots who have completed training, Austrian is also looking for aspiring pilots without flying experience (ab initios). Star Alliance member Austrian Airlines has 6,700 employees, including 1,140 pilots. The fleet comprises 85 aircraft, including 11 Boeing 767/777s, as well as 74 Bombardier Dash 8 Q400s, Embraer E195s and Airbus 320-familiy aircraft. Next year the airline plans to integrate a further 777 in its fleet. Airberlin filed for bankruptcy in August after its major shareholder Etihad Airways-which became the German carrier's largest shareholder in 2012 when it bought a 29.2% stake- withdrew financial guarantees. In a deal announced Oct. 12, Lufthansa expects to take over 81 airberlin aircraft, employ 3,000 people and invest a total of €1.5 billion ($1.8 billion) or €500,000 per job saved. Airberlin will cease operations Oct. 28. http://atwonline.com/labor/austrian-airlines-hire-100-airberlin-pilots Back to Top ROGER THAT! Do you speak 'pilot'? The 300-word language that senior air crew must speak - WHATEVER their nationality * DO you know what a deadhead is? Or a squawk? Or how to respond to a pan-pan? These are just two examples of the special language that pilots must speak - whatever their nationality. While the Aviation English is continually changing, pilots are required to pass strict language tests in order to fly planes safely The language of flight, or Aviation English - which consists of around 300 words - is a combination of professional jargon and plain English. It was created to avoid pilots and air controllers mishearing each other - to avoid potentially fatal accidents taking place. Pilot speak... and what it means Do you know your squawk from your pan-pan? Affirm - Contrary to popular belief, pilots do not say "affirmative" when they mean yes - the correct term is affirm, pronounced "AY-firm". Approach - Coming into land. Deadhead - This refers to a member of the airline crew who is travelling in a passenger seat. Mayday - This is one you don't want to hear. The distress call for life-threatening emergencies, such as complete engine failure. It comes from the French 'm'aidez' ('help me'). Pilots must stay it three times at the start of a radio call.MEL - Minimum Equipment List - this means a particular aircraft appliance is broken but is not needed for safe flight - such as the coffee maker. Pan-pan - The next level of emergency down from a Mayday; used for situations that are serious but not life-threatening. Originating from the French word 'panne', meaning a breakdown. You say it three times: "pan-pan, pan-pan, pan-pan". Roger - This means 'message received', but it doesn't necessarily mean that you'll comply. Squawk - To squawk is to set your transponder (a device for receiving a radio signal) so that your location can be identified on a radar. Pilots might be asked to 'squawk Mode Charlie' or 'squawk ident', which are unique settings to help air traffic control to see where you are. Standby - This means "Please wait" and this is usually said when the air traffic controller or pilot is too busy to take a message. Wilco - An abbreviation of "will comply", meaning received the message and will comply. One of the deadliest plane disasters in history was partly caused by language confusion. In 1977, the Dutch captain on a flight to Tenerife told air traffic control: "We are at takeoff". Tragically, the Dutch and English words were confused and due to poor weather conditions, the control tower could not see two planes headed for collision. At least 583 people were killed. To understand pilot speak, you must first learn the international phonetic alphabet To understand pilot speak, you must first learn the international phonetic alphabet Following several such air traffic accidents the International Civil Aviation Organization (ICAO) suggested that English should be the international language of aviation - and that pilots and air air traffic controllers must have at least a basic knowledge of it. But it's not English as we know it. According to the Oxford Dictionary blog: "Learning to speak on the aircraft radio is one of the most challenging aspects of learning to fly, and new pilots must sit written and practical exams to prove their proficiency." To understand pilot speak, you must first learn the international phonetic alphabet. Then comes a list of words you may have heard on flights such as "roger" - meaning understood,"affirm" - meaning yes, and "approach" meaning coming in to land. While the language of aviation is continually changing, pilots are required to pass strict language tests in order to fly planes safely. https://www.thesun.co.uk/uncategorized/4693250/do-you-speak-pilot-the-300-word- language-that-all-top-air-crew-must-speak-whatever-their-nationality/ Back to Top WSU researchers create renewable jet fuel * The process uses lumber waste instead of ethanol for jet fuel Waste generated from lumber mills around the Pacific Northwest is being used to replace ethanol fuels for planes at companies like Alaska Airlines. A WSU research team, Northwest Advanced Renewables Alliance, have found a way to replace ethanol based energy sources with biofuels created from lumber mill waste. Co-director of NARA Mike Wolcott said waste from lumber mills can be used in commercial airliners; the long term goal behind the project was to replace ethanol based energy sources with an environmentally friendly approach. Last year, Wolcott and his 32-person team found a way to use wood waste to power airliners like Alaska Airlines. He said, they demonstrated it by having an Alaskan Airliner travel from Seattle to Washington, D.C. last November. Within the project itself, he said, there were different teams conducting research and communicating across four states to talk to many different refineries and lumber mills. Wolcott said, along with project director Ralph Cavalieri, the research team was looking at biomass residues and also investigated at carbon based products in refineries and how these products are produced. "We investigated carbon-based products," Wolcott said, "these are products that are produced in the refinery." Greg Latta, a researcher on the NARA project, said they used the residue from flash piles to create jet fuel and said they are looking at logging residues in the Pacific Northwest. "Biofuel is the toughest because there was no precedence before that," he said. Michael Gaffney, another researcher on the project, said they were given around $40 million grant to study the project. "It started with a grant proposal from the Dept. of Agriculture to enhance biofuel research," he said. According to BioFuels Policy, one of the 45 reports that was published by NARA, one of the reasons why there has been a push for renewable energy sources was because of the 1973 energy crisis. In the report, it states that the U.S. government, after the 1973 energy crisis, demanded more developments in renewable energy sources. Gaffney said they asked communities across Washington, Montana, Idaho and Oregon if they would be willing to have the project team go in and use their wood waste from lumber mills. "The main areas where there were a lot of productivity would be Washington, Montana and Oregon," he said. Wolcott said that many companies in the airline industry support the project and feel strongly toward it. "Our goal was to feature a unique goal for jet fuel production," he said. https://dailyevergreen.com/18718/news/wsu-researchers-create-renewable-jet-fuel/ Back to Top Airbus to Buy Majority Stake in Bombardier C Series Jet Program * European planemaker will contribute no cash when deal closes * Pact opens new front in the battle for global aircraft sales Airbus SE agreed to acquire a majority stake in Bombardier Inc.'s C Series jetliner program, vaulting a technologically advanced but slow-selling plane onto the front lines of the battle with Boeing Co. over global aircraft sales. Without putting up a dime at closing, Airbus will take just over half of a partnership controlling the C Series. The European planemaker's marketing muscle boosts the viability of the all-new aircraft after more than $6 billion in development costs forced Bombardier to rely on government assistance. The deal also thrusts Airbus into the middle of a bitter trade spat between the Canadian manufacturer and Boeing. Following a Boeing complaint that Bombardier sold 75 of its C Series jets to Delta Air Lines Inc. for "absurdly low prices," President Donald Trump's administration slapped the aircraft with import duties of 300 percent in recent weeks -- roiling U.S. relations with Canada and the U.K., where Bombardier makes the plane's wings. In a potential effort to circumvent the tariffs, Airbus will add another final assembly line for the C Series at its factory in Mobile, Alabama. The facility will serve U.S. customers and complement production in Canada, according to a company statement late Monday. "This is a program that has been waiting for a deus ex machina, and wow, it really got one," Richard Aboulafia, an aerospace analyst at Teal Group, said in an interview. The deal casts Airbus as a global player while Boeing comes off as "a bit shortsighted and protectionist. It makes Boeing look like they've been playing tic tac toe against a chess master." Boeing fell less than 1 percent to $257.50 after the close of regular trading in New York. The company's 67 percent advance this year through Monday leads the Dow Jones Industrial Average. Bombardier has climbed 9.7 percent this year while Airbus has gained 23 percent. 'Questionable Deal' It's too soon to say if the new Alabama production line would enable the C Series to avoid U.S. tariffs. The duties were applied to C Series planes "regardless of whether they enter the United States fully or partially assembled," according to a U.S. government fact sheet on the matter. Boeing said Airbus and Bombardier were just trying to get around the restrictions. "This looks like a questionable deal between two heavily state-subsidized competitors to skirt the recent findings of the U.S. government," Boeing, the world's largest aerospace company, said in an emailed statement. "Our position remains that everyone should play by the same rules for free and fair trade to work." CEO's Reversal Discussions with Bombardier started in August, said Airbus Chief Executive Officer Tom Enders. The Canadian company had also been in touch with a small group of Chinese state-owned enterprises about a C Series stake, said two people familiar with the talks. Bombardier's talks with China included Commercial Aircraft Corporation of China, or Comac, said one of the people, who asked not to be named because discussions were private. Comac declined to comment on the Airbus deal and its media relations department said it wasn't aware of any talks with Bombardier. The Canadian company declined to comment. The Bombardier deal marks a reversal for Enders, who personally vetoed a similar accord just two years ago, when the future of the C Series was in doubt and Airbus was grappling with the ramp-up of its bigger A350 model. Airbus isn't interested in any other Bombardier assets, he said. "Airbus gives the program security," he said of the C Series in a telephone interview. Whereas some customers may have wavered previously because they couldn't be sure of long-term customer support from the manufacturer, Airbus's industrial heft changes the equation, he said. Trudeau Call Trump and Canadian Prime Minister Justin Trudeau discussed the deal Monday evening in a phone call, according to a statement from Trudeau's office that provided no details of the conversation. Bombardier hasn't landed a major order for the plane, which typically seats 108 to 160 passengers, since the Delta deal 18 months ago. The company values the C Series at about $2 billion, and expects the joint venture to double the value of the program, CEO Alain Bellemare told reporters at a press conference late Monday in Montreal. The company has agreed to provide $350 million in funding for the C Series in the first 12 months after the close of the deal, and as much as $350 million more, if required, over the two subsequent years, said Chief Financial Officer John Di Bert. By adding the C Series to its lineup of larger jetliners, Toulouse, France-based Airbus gains a new dimension for its portfolio while offering access to a fuel-efficient aircraft with advanced technology, large windows and over-sized middle seats. The C Series is operated by carriers such as Deutsche Lufthansa AG's Swiss unit. Smaller Workhorse The all-new Canadian jet is smaller than most variants of the Boeing 737 Max, the upgraded version of an airframe that was designed 50 years ago. The same goes for most of Airbus's A320 family of jets, which debuted in the late 1980s. Both the C Series and the A320neo, the newest version of Airbus's single-aisle workhorse, are powered by the geared turbofan engine made by Pratt & Whitney, a division of United Technologies Corp. "Airbus is now willing to accept that certain markets require a smaller aircraft," Torbjorn Karlsson, partner in the civil aviation practice at Korn Ferry International in Singapore, said in an interview. "There are a lot of unserved markets in the U.S. but my guess is the biggest new market potential is in Asia. Boeing will not have a response and that's going to make it tougher for them to compete. This sharpens the battle lines.'' After the transaction, which is expected to be completed in the second half of next year, Airbus will own 50.01 percent of the C Series partnership. Bombardier will hold about 31 percent and the province of Quebec, which invested $1 billion in the C Series after the cost overruns and delays, will have approximately 19 percent. Quebec will remain an investor in the C Series until at least 2023, said the province's economy minister, Dominique Anglade. Canadian Review Canadian Innovation Minister Navdeep Bains said the deal is subject to review under the Investment Canada Act. "In my review, I'll be looking to see how this deal will benefit Canadians, support our aerospace sector and create good jobs," he said in a statement. "On the surface, Bombardier's new proposed partnership with Airbus on this aircraft would help position the C Series for success." A Canadian government official said the deal is expected to be approved after its required review. The official, who asked not to be named because the discussions are private, characterized the deal as a company-to-company agreement that nonetheless had the support of France, Germany and Canada -- the latter in part because it would preserve Bombardier jobs in the company's home country. Another official, also speaking on condition of anonymity, said the sale would have no impact on the previously announced federal funding for Bombardier. Canada pledged C$372.5 million ($300 million) in "repayable program contributions" earlier this year. https://www.bloomberg.com/news/articles/2017-10-16/airbus-to-buy-majority-stake-in- bombardier-c-series-jet-program Back to Top Loss of Control: What Went Wrong By Arthur Torosian Loss of control has been the cause of a number of airplane accidents since 2000 that have killed hundreds of people. In some of these accidents the pilot's actions in response to an unusual flight or aircraft condition has been so obviously wrong that we all want to know what led to a series of fatal mistakes. Is it poor piloting, panic, confusion, poor training, a feeling of being overwhelmed or someone who was simply unqualified to fly a commercial airplane? Flight parameters presented by cockpit flight instruments that display aircraft attitude, altitude, airspeed, and heading in a convenient grouping are simply ignored by both pilots failing to pay attention. Causes listed for many of these accidents include poor instrument scan, poor instrument monitoring, misinterpretation of what is happening to the aircraft, and incorrect flight control inputs. The pilots must be aware of pitch attitude, roll attitude, airspeed, and altitude at all times. When pitch attitude is out of the normal range for the airplane's flight phase, something is wrong. Pitch attitude, angle-of-attack and flight path angle are uniquely related (pitch attitude = angle -of-attack + flight path angle.) If the pitch attitude is unusually too high, the angle-of-attack is most likely increasing and the airspeed will start to decrease. Critical instruments in the cockpit must not be ignored at any time. The problem is exacerbated when the pilot does not understand the basic aerodynamics of the airplane, stall, stability, correct use of controls and aircraft response to forces acting on the aircraft. There is a misconception on the use of rudder by many pilots, especially at speeds near the stall, and in many instances opposite in the direction of bank. Loss of control is often triggered by aerodynamic stall, wake turbulence, wind shear, high altitude speed and buffet margins, pitot system failure, IFR conditions, cold weather, weather, weight and balance, somatogravic illusion, andengine failure. The following accident narrative clearly and dramatically exemplifies the 'loss of control' of an airplane under rather benign flight conditions. On 25 January 2010, an Ethiopian Airlines B737 departed, Beirut, Lebanon at night, amidst thunderstorms over the Mediterranean Sea and crashed shortly after takeoff. The IFR clearance was given as climb to 3000ft. with instructions to make a right tum to 270 degrees. The Captain of flight 409 acknowledged heading two seven zero. The aircraft climbing in a left turn did not maintain the 270 degree heading. The airspeed dropped to 141kts, at an 18 degree angle-of-attack. At this point the pilot is beginning to lose control of the airplane and the co-pilot is of no help at all. The stick shaker activated and remained on for 27 seconds, no action for a very long time. Two seconds later the aircraft pitch attitude reached 38.5 degrees nose up and the "bank angle" aural warning sounded. At 7700ft, the airspeed was 120kts, pitch attitude 4 degrees nose up, angle-of-attack 25.5 degrees and a vertical load factor of 0.6 g. Angle- of-attack then increased to 32.0 degrees and the pitch attitude began to decrease sharply. As the pitch attitude decreased, a left bank angle developed that reached 68 degrees. Two "bank angle" aural warnings sounded as the airplane stalled followed by right control wheel and right rudder. During a stall rudder should not be applied, the right aileron must be moved very carefully and most importantly the nose should be lowered to reduce angle-of-attack. As the bank angle decreased towards wings level the pitch attitude began to drop, a nose- up input was made, reaching 11 degrees nose-up and then dropped below the horizon. The stick shaker activated for a very long 29 seconds, with the captain calling for "go- around" four times and the F /0 replying "roger, go around". The throttles were pushed full forward for a short instant then pulled back a little for a few seconds and then pushed up again, (uncertainty in the cockpit is overwhelming). The stick shaker stopped at 14.9 degrees angle-of-attack but nose up input, (should be nose down), was still maintained with a left wheel input of 50 degrees and a right rudder input of approximately 5 degrees which were maintained for about 20 seconds (cross controlling at low speed!) Speed increased and reached a maximum of 238kts. The column was then relaxed towards neutral, and the aircraft began to pitch up and slow down again. At about 6000 ft the aircraft began to climb again. The airplane continued to pitch up and slow down while the left wheel and right rudder were maintained! The right rudder was then removed with the bank angle maintained. The aircraft then rolled to the left while it pitched up and slowed down. The speed dropped through two hundred knots at a 31degree pitch attitude. The aircraft continued to roll left past 35 degrees. The "bank angle" aural warning sounded followed by a right control wheel input and right rudder (rudder at low speed.) Just prior to reaching 9000 ft the stick shaker activated again for a period of 26 seconds as the aircraft continued to roll left, reaching 75-118 degrees left bank at 407.5 kts., 4.4 'g', disappeared from the radar screen and crashed into the Mediterranean Sea The cause of this accident can be attributed to loss of control by the mismanagement of airspeed, altitude, heading, and incorrect control inputs. Rudder should not be used at low speed. In this case rudder was applied in the opposite direction of the bank angle putting the aircraft in a cross controlled condition that increases drag, loses of airspeed and eventual loss of control. As I point out in my book, The Complete Handbook on Piloting and Aeronautics, there are many in the general pilot population who use the rudder inappropriately. The inability to maintain heading, altitude, attitude and airspeed on instruments is an indication that the pilot was not a qualified "instrument pilot.'' He may have been overwhelmed by the weather and dark night over the Mediterranean Sea, but that points to poor pilot training, or limitations imposed by the pilot's own ability to stay focused and calm under all flight conditions. While not all loss of control accidents fall in the category of this accident, particularly when catastrophic failure of the aircraft or systems are involved, it is clear that in cases like this one pilots need better training and a deeper understanding of basic aerondynamics. Arthur Torosian: is the author of The Complete Handbook on Piloting and Aeronautics available at: http://www.pilotingaeronauticshandbook.com/order/MS California Institute of Technology, McDonnell Douglas: Director of Performance and Control, Director of Product Design, Engineering Test Pilot. Airline Transport Rating. Type Rated DC-8, DC-9, MD-80 and DC-10, Graduate USAF Test Pilot School. Back to Top GRADUATE RESEARCH SURVEY REQUEST I am a student of Air Transport Management at City University of London. I am in the final stage of writing my dissertation on Human Machine Interaction. However, I am looking for some data in order to have a better understanding of the real issues among pilots. I would like to kindly ask, if you could complete my survey attached: https://it.surveymonkey.com/r/JBZG6FJ Thank you. Kind Regards, Yari Franciosa Back to Top 2017 FORAS Workshop - November 29-30, 2017, Taoyuan, Taiwan. Organized by Flight Safety Foundation and EVA AIR. The Workshop will introduce Flight Operations Risk Assessment System / FORAS, which is a proactive and predictive tool on hazard identification and risk management on flight operations. FORAS is an essential tool for SMS implementation. The FORAS functionalities and set up requirements and other details will be briefed at this two days workshop. FORAS Workshop will be held on November 29-30 at EVA AIR Training Center in Taoyuan, Taiwan. There is no registration fee for the workshop, details can be accessed from the FORAS website, including links for the workshop, agenda, registration, hotel and other relevant information. http://foras.com.tw/foras-workshop/ Back to Top World class aviation safety training from SCSI Southern California Safety Institute Excellence in Aviation Safety Training for over 30 Years Air Traffic Control Investigation Counts as credit toward the SCSI AAI Certificate Air Traffic Control Investigation 30 October-3 November 2017 Long Beach, California A course for anyone involved in aircraft accident or incident investigation who desires a more comprehensive understanding of information available from Air Traffic Services/Air Traffic Control. This course provides a comprehensive look at ATS/ATC and provides investigators the knowledge necessary to retrieve accident or incident data to aid in an investigation. Equipment, operational limitations, enroute, terminal and flight service and advisory facilities and airborne equipment will be presented. Terminal, enroute, hybrid, and military systems will be discussed. Case studies and practical exercises reinforce and illustrate the subjects covered in the course. Course Topics * Basics of Air Traffic Control * Historical Perspective * Air Traffic Services Types and Functions * Equipment and Automation and ATC Automation Systems * Procedures * Human Factors * Conducting ATS Investigations * Initial Activities * Facility Orientation * Information Gathering * Requesting ATS Data * ATS Maintenance Issues and Maintenance Consequences * Personnel Interviews * Follow up Activities and Information Gathering * Case Studies and Practical Exercises For more information, please visit the course information page at www.scsi-inc.com. Location: the Marriott Hotel in Long Beach, California These courses will be held at the Marriott Hotel in Long Beach, California next to the Long Beach Airport (LGB). Or contact our registrar Denise Davalloo for the SCSI hotel discount rate and receive great savings on your stay! Registration Telephone: 800-545-3766 or 310-517-8844 ext. 104 Email: denise.davalloo@scsi-inc.com Web: http://www.scsi-inc.com/registration.php POSITION AVAILABLE: General Manager & Senior Flight Data Analyst Job Description Job Location: Phoenix, AZ, USA Supervision: 4 current staff members (3 in office, 1 remote) Salary: Competitive base wage with outstanding benefits Job Title: General Manager & Senior Flight Data Analyst This position combines the freedom to run and develop a business in the US with potential to make a real impact on aviation safety. It will suit a pilot who is keen on aviation but tired of hotels. Based in Phoenix, customers are based from Canada to Venezuela and you will be supporting operators around the world as a part of the Flight Data Services group of companies. This position is open to all aviation safety professionals keen to manage a business at the forefront of safety technology. Desirable qualifications include: * flight deck experience * an aviation or business-related degree * experience of voluntary safety programs * commercial experience * competence in business software (MS Word, Excel, internet use, email, etc.) Main Purpose of Job: As General Manager you will have overall charge of the business of FDS Inc, including: 1. Management of the Company's affairs and administration. 2. Management of the staff of FDS Inc. 3. Management of customer interfaces, including annual visits, monthly reports and ad hoc communications. 4. Promotion of the Company within the continents of North and South America. 5. Responsible for Company compliance with state and federal law. As Senior Flight Data Analyst your tasks are: 1. Provide leadership for US analysts by: a. Providing training and guidance as needed. b. Task distribution & workload management. 2. Routine analysis of downloaded data. a. Review of abnormal operations and determine the cause. b. Report on findings to airlines. c. Compilation of monthly customer reports. d. Occasional emergency customer support and call-out on a roster basis. e. Responding to ad hoc requests for analysis or supply of data. 3. Contributing to the Safety Seminar a. Preparation and delivery of presentations. b. Attendance at the seminar. c. Ad hoc training of attendees. 4. Depending upon specialization, one or more of the following: a. Preparation of new Analysis Specifications. b. Amending analysis procedures to change thresholds etc. in consultation with the customer and Analysis Manager c. Customer training d. Support to Marketing 5. Liaise with IT Support on software maintenance. 6. Liaise with Software Development team on the POLARIS project. The above is not an exhaustive list of duties and you will be expected to perform different tasks as necessitated by your changing role within the organization and the overall business objectives of the organization. IMPORTANT NOTES: Please send your Resume with cover letter to jobs@flightdataservices.com * All resumes must be received by midnight November 5th. * Successful candidates will be required to complete testing prior to scheduling for interview. * Interviews will be scheduled November 13th & 14th and must be attended IN PERSON at the Phoenix, Arizona office. ************** About Flight Data Services Flight Data Services is an industry-leader in flight safety innovation. Our expert knowledge of flight data, aviation safety, and information technology is delivered to aircraft operators globally. We are the largest dedicated provider of flight data analysis services and our qualified and experienced flight safety specialists include the highest ratio of analysts to aircraft in the aviation industry. Flight Data Services are proud to be a global, independent and private company. In 2015 we were accredited with the 'Investors in People' award and in 2017 we earned ISO 9001:2015 accreditation. Associate Air Safety Coordinator The Air Line Pilots Association, International (ALPA), the largest airline pilot union in the world and the largest non-governmental aviation safety organization in the world seeks an Associate Air Safety Coordinatorfor our Herndon, Virginia, office. ALPA represents over 57,000 pilots at 33 U.S. and Canadian airlines. The Associate Air Safety Coordinatorworks on different aspects of safety, security, and pilot health, particularly in regard to the Federal Aviation Administration (FAA) and Transport Canada (TC) on matters related to proactive safety/security programs and Safety Management Systems (SMS). S/he provides staff coordination and acts as a liaison to government, industry, and professional groups on behalf of the Air Safety Organization (ASO), other Association committees and MECs, and the Engineering & Air Safety department, as assigned by the department Director or Manager. S/he provides coordination and support for a wide variety of areas across proactive initiatives such as the safe introduction of Unmanned Aircraft Systems, air traffic control modernization, and proactive safety programs such as Aviation Safety Action Programs (ASAP), Flight Operations Quality Assurance (FOQA) programs, and Safety Management Systems. S/he must be able to learn, understand, and communicate the benefits and concerns that emerge from changes in safety data programs; effectively represent the Association by interacting with government and industry safety officials on a continual basis and build and maintain a network of contacts; and, in coordination with pilots, department management, and other staff, develop and coordinate written communications to membership, government, and industry groups outlining ALPA positions on a wide variety of air traffic-related and other issues. Local, national, and international travel: 5 - 10 %. Minorities, veterans, and people with disabilities are encouraged to apply. Minimum Requirements: * Bachelor's degree in relevant area, e.g., unmanned aircraft systems, air traffic control, airline management, aviation safety, aviation science, or other related discipline, from an accredited college or university; or, the equivalent combination of education and practical experience. Additional airline-related experience may be substituted for the academic requirement. * Minimum three (3) years of related experience in the aviation industry, five (5) years preferred. * Knowledge of aviation and flight terminology as well as airline operations environment strongly preferred. * Basic understanding of the SMS concept and ASAP and FOQA programs preferred. * Former employment at airlines and/or the FAA in a relevant capacity a plus. * Special expertise in U.S. and Canadian Aviation Regulations (FARs and CARs) and knowledge of ICAO and/or international safety data systems a plus. * Understanding of aviation safety concepts; air traffic control; the airline industry, domestic and international; airline pilots; and, the laws that affect aviation safety and the airline industry desired. * Knowledge of FAA/TC regulations and guidance helpful. * Understanding of how safety initiatives and data analysis processes are used for advancing safety is beneficial. * Ability to learn quickly and adapt to changing demands required. * Excellent interpersonal and communication skills, oral and written, for effective interaction with staff, pilot members, and external contacts. * A pilot's license and/or air traffic control certification is preferred. * Software: Microsoft Word, Outlook, PowerPoint, and Excel. Physical Demands: Note: The physical demands described herein are characteristic of those that must be met to successfully perform the essential functions of this position. Reasonable accommodations may be made to enable individuals to perform the essential physical activities of this position described below. Constantly operates a computer/smartphone/tablet. Regularly required to maintain a stationary position, move about the office and the local metropolitan area, determine what others have said or written, and converse with others and exchange accurate information. Regularly required to sit, stand, bend, reach, and move about the office and travel (locally, nationally, and sometimes internationally). Also includes occasional bending, stooping, squatting, and/or pushing and pulling or moving, e.g., to pack, unpack, and/or move cases. Occasionally required to move, raise, reach, and/or retrieve binders, books, boxes, and files up to ten (10) pounds (lbs.). While on travel, could be responsible to move, raise, reach, and/or retrieve binders, boxes, cases, and/or files weighing as much as 50 lbs. (Assistance may not always be available.) Please apply online at https://jobs-alpa.icims.com/jobs/1266/associate--air- safety-coordinator/job ALPA offers competitive salaries with excellent benefits, including: * 26 days paid vacation and holidays per year; * Generous sick and bereavement leave; * Generous health care benefits - PPO, two HMO's (where available) and a High Deductible Health Plan which includes coverage for medical, dental, and vision benefits for employee, spouse, and/or dependent children; * Company-paid premiums for disability and life insurance; * $2 for $1 matching 401(k) retirement savings plan; Roth 401k; * Flexible Spending and Health Savings accounts; and * Retiree health plan. The Air Line Pilots Association is an Equal Opportunity Employer. Relocation Not Provided Curt Lewis