Flight Safety Information October 30, 2017 - No. 215 In This Issue Incident: United B772 near Halifax on Oct 29th 2017, small galley fire Incident: Germanwings A319 near Stuttgart on Oct 22nd 2017, fumes on board EVAS - Cockpit Smoke Protection Incident: American B772 over Atlantic on Oct 28th 2017, cracked windshield Incident: Delta B752 at Chicago on Oct 28th 2017, reshaped nose cone Cessna 550 Runway Excursion Japan still unable to investigate accident of U.S. military aircraft Cobalt Air passes IATA safety audit Cockpit blind spots hampered crew response to burning jet at O'Hare FAA seeks to fine Compass Airlines $0.9m for ops infractions Boeing to Gain as China Agrees to Recognize U.S. Safety Approval Jet Airways Removes 30 'Expensive' Expat Pilots Transport Canada to cut pilot evaluators, leaving responsibility to airlines Boeing Begins Production of 777X Aircraft Embry-Riddle Dean Sees Fewer, Better-Trained Techs Per Future Aircraft SpaceX to launch another used Dragon Capsule to space station Military and civil-aviation bosses are stepping up their efforts to recruit new pilots New HFACS workshop in Beautiful Las Vegas December 12th & 13th PHD GRADUATE RESEARCH SURVEY REQUEST GRADUATE RESEARCH SURVEY REQUEST Incident: United B772 near Halifax on Oct 29th 2017, small galley fire A United Boeing 777-200, registration N209UA performing flight UA-107 from Munich (Germany) to Washington Dulles,DC (USA), was enroute at FL380 about 230nm eastnortheast of Halifax,NS (Canada) when the crew reported smoke on board, descended the aircraft to FL280 and decided to divert to Boston,MA (USA). The aircraft landed safely in Boston about 100 minutes later. The aircraft was towed to the apron where passengers disembarked normally. The FAA reported the aircraft diverted following a small galley fire. Emergency services reported they were dispatched to receive the aircraft but were sent back to their stations before the aircraft arrived. The airline reported the aircraft diverted because of reports of smoke in the cabin. Maintenance is inspecting the aircraft to determine the cause of the smoke. The passengers are being rebooked onto other flights. https://flightaware.com/live/flight/UAL107/history/20171029/1110Z/EDDM/KIAD http://avherald.com/h?article=4b056bee&opt=0 Back to Top Incident: Germanwings A319 near Stuttgart on Oct 22nd 2017, fumes on board A Germanwings Airbus A319-100, registration D-AKNP performing flight 4U-5713 from Pristina (Kosovo) to Stuttgart (Germany), encountered fumes on board during the flight. The aircraft continued to and landed in Stuttgart. The Aviation Herald received information indicating, that the aircraft had another fume event on Oct 17th 2017 while taxiing out for departure for flight 4U-2164 from Stuttgart to Brussels (Belgium). The fumes were consistent with APU oil fumes, an APU oil leak was subsequently discovered. However, the fumes were officially recorded as fumes from an external vehicle and the aircraft was returned to service about 13 hours after returning to the gate. Germany's BFU confirmed, the occurrence of Oct 17th 2017 was reported to them but was not rated a serious incident or accident and is not being investigated. According to information The Aviation Herald received the odour encountered during the flight from Pristina to Stuttgart on Oct 22nd 2017 was described as smell of dirty old socks. Following the flight the APU was set inoperative. The occurence aircraft remained on the ground in Stuttgart for 48 hours following the fume event of Oct 22nd 2017. Germany's BFU reported they had been informed about the fume event of Oct 22nd 2017, too, did not rate it a serious incident or accident and are not going to investigate the occurrence. http://avherald.com/h?article=4b056803&opt=0 Back to Top Back to Top Incident: American B772 over Atlantic on Oct 28th 2017, cracked windshield An American Airlines Boeing 777-200, registration N771AN performing flight AA-207 from Milan Malpensa (Italy) to Miami,FL (USA) with 307 people on board, was enroute at FL370 over the Atlantic Ocean about 250nm east of Gander,NL (Canada) when the crew reported a cracked windshield, performed oceanic contingency procedures and descended the aircraft to FL200. The aircraft diverted to Stephenville,NL (Canada) for a safe landing about 2:10 hours later. The airline reported a replacement aircraft is positioning to Stephenville to continue the flight. https://flightaware.com/live/flight/AAL207/history/20171028/0910Z/LIMC/KMIA http://avherald.com/h?article=4b04ae7e&opt=0 Back to Top Incident: Delta B752 at Chicago on Oct 28th 2017, reshaped nose cone A Delta Airlines Boeing 757-200, registration N650DL performing charter flight DL-8935 (dep Oct 27th) from Minneapolis,MN to Chicago Midway,IL (USA) carrying the Basketball team of Oklahoma City Thunder, was descending towards Chicago when the nose cone of the aircraft received a large dent. The crew continued the flight for a safe landing on Midway's runway 31C. Oklahoma City Thunder players suspect something hit the nose of the aircraft. The airline reported the aircraft was descending towards Chicago when the damage to the nose cone occurred, a bird strike is being suspected. https://flightaware.com/live/flight/DAL8935/history/20171028/0340Z/KMSP/KMDW The nose cone (Photo: Carmelo Anthony): http://avherald.com/h?article=4b04a07d&opt=0 Back to Top Cessna 550 Runway Excursion Date: 29-OCT-2017 Time: ca 17:30 UTC Type: Cessna 550 Citation Bravo Owner/operator: Registration: RA-67560 C/n / msn: 550-1038 Fatalities: Fatalities: 0 / Occupants: 3 Other fatalities: 0 Airplane damage: None Location: Bremen Airport (EDDW) - Germany Phase: Landing Nature: Departure airport: Destination airport: Bremen Airport (EDDW) Narrative: The Cessna 550 Citation Bravo suffered a runway excursion after landing at Bremen Airport, Germany. The aircraft overran the runway, coming to a stop 15 meters beyond the end of the runway. https://aviation-safety.net/wikibase/wiki.php?id=200702 Back to Top Japan still unable to investigate accident of U.S. military aircraft A blue tarpaulin on Oct. 26 still covers part of grazing land in the Takae district of Higashi, Okinawa Prefecture, where a U.S. military CH-53E helicopter crash-landed and burst into flames on Oct. 11. (Go Katono) NAHA--Okinawan police are expressing frustration at being unable to launch a full investigation into the crash-landing of a U.S. military helicopter in the northern part of Okinawa Prefecture earlier this month, a long-standing concern. The continuing inability of Japanese police to investigate crashes involving U.S. aircraft is attributable to the Status of Forces Agreement (SOFA) between Japan and the United States, which allows the U.S. forces total control over U.S. bases. "The (agreement's) key component that whether Japan can investigate an accident of that kind depends on the discretion of the U.S. forces is unchanged," a Japanese official said. The Okinawa prefectural government has submitted its own SOFA revision plan to the Japanese government. It contains a stipulation that enables Japanese authorities to be involved in the investigation into the accidents and incidents related to the U.S. military. "Though the cause of the accident (of the U.S. helicopter) has yet to be clarified, the same type of aircraft flies above our heads. Even if national security is important, current rules are giving no consideration to residents at all. Do you think that such a situation is good?" asked a high-ranking Okinawa prefectural official. The large CH-53E transport helicopter crash-landed in private grazing land in the Takae district of Higashi in the northern part of the prefecture on Oct. 11 after the engine caught fire during flight. All seven crew members escaped injury. But the fuselage burned so severely after the crash- landing that it was completely destroyed. Access to the accident site was immediately restricted based on the Japan-U.S. guidelines on dealing with accidents of U.S. military aircraft. An "inner circumference restricted line" was set up around the area within a radius of about 100 meters from the helicopter, which was jointly managed by the U.S. forces and Japanese police. An "outer circumference restricted line" was also established by Okinawa police around the area within a radius of several hundreds of meters from the helicopter to regulate public access to the accident site. The U.S. forces' agreement was necessary for the Japanese police to enter the area within the inner circumference restricted line. Okinawa police were permitted to enter the area for only about one hour on Oct. 17, six days after the accident. During the time, police received briefings from the U.S. forces and inspected the scene of the accident. But they were unable to examine the helicopter fuselage. Immediately after that, the U.S. forces began to dismantle the fuselage and hauled away all the wreckage by Oct. 20. A stipulation related to SOFA prohibits Japan from seizing or investigating U.S. forces' properties, including aircraft involved in accidents. "In our conventional investigations, we check the wreckage to find possible defects or mistakes from maintenance work. But it was taken away. Now it is difficult for us to make a full-scale investigation," a Japanese police officer said. U.S. forces resumed flights of the same type of helicopter on Oct. 18. When another U.S. forces' helicopter crashed on the grounds of Okinawa International University in 2004, the U.S. forces cordoned off the area where the accident occurred. Japanese police were not allowed to enter the area within a restricted line and therefore were not able to conduct an investigation. The police only sent papers on the accident to a prosecutors' office without specifying suspects. The Japanese police's inability to investigate the accident became a concern, and, as a result, current guidelines were worked out in April 2005. When a U.S. forces' tilt-rotor Osprey aircraft crash-landed in the sea off Nago, also Okinawa Prefecture, in December 2016, however, officers of the Japan Coast Guard were unable to enter the area within the inner circumference restricted line. Though Japan asked the U.S. forces for a joint investigation, it received no reply. http://www.asahi.com/ajw/articles/AJ201710300030.html Back to Top Cobalt Air passes IATA safety audit The Cypriot airline Cobalt Air passed the IATA Operational Safety Audit (IOSA). The airline was founded in 2015 and began operating in July 2016 out of Larnaca, Cyprus. The fleet currently consists of two Airbus A319's and four Airbus A320's. The IOSA programme is an evaluation system designed to assess the operational management and control systems of an airline. IOSA uses internationally recognised quality audit principles and is designed to conduct audits in a standardised and consistent manner. It was created in 2003 by IATA. All IATA members are IOSA registered and must remain registered to maintain IATA membership. https://news.aviation-safety.net/2017/10/29/cobalt-air-passes-iata-safety-audit/ Back to Top Cockpit blind spots hampered crew response to burning jet at O'Hare Your minivan might have a rear camera, but many commercial airplanes do not - leaving potential cockpit blind spots for pilots who cannot see their planes' own wings and engines, whether on the ground or in the air. That lack of visibility appeared to make the evacuation of an American Airlines jetliner more perilous at O'Hare Airport a year ago after an engine exploded and caught fire as the plane thundered down a runway, readying to lift off for Miami, according to records from federal investigators still probing the incident. Flight attendants also had problems communicating with the cockpit crew as chaos reigned in the cabin, and the evacuation process was hampered by another engine that remained running as passengers slid to safety, those records show. After hearing a "ka-boom" and feeling the aircraft pull as it accelerated to roughly 150 mph, the pilot quickly aborted the takeoff, sending the Boeing 767-300 screeching to a halt with 3,775 feet of pavement left on the 13,000-foot strip. The pilot was hailed for his quick thinking, which may have saved the lives of the 161 passengers and nine crew members, for if Flight 383 made it aloft, it might not have made it back down safely. But the records from the National Transportation Safety Board - the federal agency probing the near-catastrophe - prompt a number of questions about what happened next and why, as the airplane rolled to a stop. The pilot and co-pilot apparently did not initially realize the right engine had blown, or the extent of what would become a roaring fire along that wing, the records show. As they sat in the cockpit going over a required "checklist," flames licked at the side of the fuselage, with smoke pouring in and passengers in full panic trying to get off, fearing an explosion or incineration. Flight attendants tried to call into the cockpit for direction, but either couldn't figure out the right phone code or couldn't reach the pilot or the co-pilot once they dialed - apparently because the "chime" of their call was obscured by a "fire bell." With passengers demanding to get off the plane, the flight attendants began opening doors and deploying inflatable chutes used to slide to the ground, though one was deployed near the right engine that was burning, so people were sent to other exits. Evacuations near the left engine were problematic because it was still running - with such dangerous force that one passenger was blown over after coming down a chute, records show. While the pilot and the co-pilot, also known as the first officer, heard "commotion" in the cabin, they apparently didn't realize a full evacuation had been completed until they eventually emerged from the cockpit, records indicate. They were greeted by a harried flight attendant who told them everyone was safely off and now they all had to get out. The smoke was so thick the pilot was unable to see into the first-class section of the cabin. He was the last one down the chute. When the pilot was interviewed by the NTSB days after the Oct. 28, 2016, incident, he was asked if there "was anything he could recall that may need to be improved," records show. He said "he learned from videos of the evacuation that the left engine was still running when the flight attendants popped the slides. Had he had the situation awareness when he heard the commotion, he would have shut down the left engine sooner." The pilot was asked whether a camera "showing the exterior of the airplane would have helped them with their situational awareness of what was occurring outside, he stated that it would have." The pilot relayed that "from the cockpit they could not see their wings or the engines. Had they been able to assess the situation it may have changed their decision, especially if they would have known how large the fire was." Flight attendants up front also apparently couldn't see the engines from their vantage point, which was problematic because they opened a door on the right side only to realize the "the fire was right there." Flight attendants then "blocked the exit and redirected the passengers," records show. The camera reference in the NTSB documents could signal the agency is thinking about crafting an industry-wide safety recommendation on the use of such video, experts said, though NTSB spokesman Peter Knudson said it's too early to know for sure. The agency still hasn't determined a cause of the fire. Knudson said that could come early next year, with the investigation now "in the final stages." A number of newer, larger commercial planes have "external" cameras - including some Airbus models - with images accessible on cockpit monitors to help primarily with taxiing. American Airlines has 20 Boeing 777-300s that have cameras which make "wings and engines . . . viewable from the cockpit," said airline spokeswoman Leslie Scott. "That is standard from Boeing," the Chicago-based manufacturer, "for that particular aircraft." Scott said via email that the carrier won't comment on any possible expansion of cameras "due to the fact that the NTSB hasn't issued their findings/recommendations yet and this topic may be germane to that." Veteran pilot and aviation consultant John Cox described aircraft cameras as "helpful particularly in maneuvering" on airfields, where massive jets need to move into gates and through other tight spots. Brian Hennessy, also a commercial pilot and consultant, said it's unclear how often video feeds would be used if their availability was expanded but, generally speaking, the more information for pilots, the better. "The key is it has to be usable and accessible, at the right time," he said. In 2012, the NTSB recommended the Federal Aviation Administration - the federal agency that regulates airlines, airports and airspace - require "the installation of an anti-collision aid, such as a camera system," on certain planes "to provide a cockpit indication that will help pilots determine wingtip clearance and path during taxi." The NTSB wrote at the time it had "investigated 12 accidents since 1993 that occurred during taxi when a large airplane's wingtip collided with another airplane or object on the taxiway." The FAA rejected the recommendation, saying, "From a safety risk management perspective, the limited safety benefit of a taxi anti-collision system, such as wingtip cameras, does not justify the cost burden of an FAA mandate for their installation on the transport airplane fleet." It's unclear whether any FAA mandates will emerge from the Flight 383 case. In this photo provided by passenger Jose Castillo, fellow passengers walk away from a burning American Airlines jet that aborted takeoff and caught fire on the runway at O'Hare International Airport on Oct. 28, 2016. | Jose Castillo/Distributed by the Associated Press NTSB investigators found a turbine disk in the right engine fractured, leading to an "uncontained engine failure" and "a pool fire under the right wing." One or more of the disk fractures "exhibited features consistent with fatigue cracking," according to the NTSB. That can occur when there's a "microscopic impurity" in the materials, and heat and other stress can exploit such cracks over time, experts said. GE Aviation, which made the engine, has issued a "service bulletin" advising anyone still using this type of engine built between 1984 and 2000 to have it inspected, said company spokesman Rick Kennedy, adding there are likely fewer than 1,000 such engines still in use. "We have received no notifications from anybody" of the same flaws, Kennedy said. However, attorney Floyd Wisner, whose west suburban law firm represents 48 passengers on the flight that day, said there have been problems involving "similar engines or the same engines with perhaps a different disk." Wisner said he's aware of 60 or so passengers overall who sued GE, Boeing and American - or intend to. Two dozen of his clients already settled their claims or are close to doing so through a mediation process. The city of Chicago, which owns O'Hare, hasn't been sued, but the incident is likely to cost the Emanuel administration more than $800,000 for, among other things, airfield repairs, and overtime for emergency responders, an official said. At least 20 passengers were hurt, one seriously. Some of them were injured coming down the chute, with one passenger telling investigators "no one was there to assist" and "he tumbled off the slide," only to stand up and get "blown over by the thrust coming out of the back of the engine," records show. Flight attendants had complaints about passengers, too, relaying stories of at least two refusing to leave their bags, even as a flight attendant tried to tug one away, records show. One flight attendant suggested to the NTSB a potential solution was to issue "fines" for "passengers who take luggage" against commands. Scott said the American crew worked heroically to get everyone safely from the flight, and the employees were recognized by the company earlier this year. Other areas of apparent interest to the NTSB as the probe winds down: How pilots and flight attendants are trained to deal with such emergencies. Records show they're not trained together, and smoke isn't used during simulated events. https://chicago.suntimes.com/news/american-airlines-flight-383-fire-pilot-blind-spots-hurt-cockpit- crew-pilot-response-burning-jet-ohare/ Back to Top FAA seeks to fine Compass Airlines $0.9m for ops infractions The US Federal Aviation Administration (FAA) has proposed an USD869,125 civil penalty against Compass Airlines (USA) (CP, Washington Dulles) for allegedly failing to provide flight crews with complete weather information. The regulator alleged in a statement last week that the Washington Dulles-based capacity provider conducted 47 flights between May 18, 2015, and June 19, 2015, without correctly using an approved system for obtaining weather forecasts and reports of adverse weather. Specifically, the FAA contends that Compass flew to and from Monterrey General Mariano Escobedo, Mexico, without the required Mexican Significant Meteorological Information in its flight weather packages. The FAA further alleged that Compass did not notify its operations personnel about potentially hazardous meteorological conditions. Compass has thirty days from receiving the FAA's civil penalty letter to respond. Compass operates a total of fifty-six EMB-175s for and on behalf of American Airlines (AA, Dallas/Fort Worth) and Delta Air Lines (DL, Atlanta Hartsfield Jackson) under their American Eagle and Delta Connection banners. https://www.ch-aviation.com/portal/news/60875-faa-seeks-to-fine-compass-airlines-09m-for-ops- infractions Back to Top Boeing to Gain as China Agrees to Recognize U.S. Safety Approval By Alan Levin * Agreement would make it easier for Boeing to sell to China * Deal is announced in lead up to President Trump's China visit The U.S. and China agreed to recognize the other's aircraft safety approvals, which may boost the Asian nation's burgeoning aviation industry and make it easier for companies like Boeing Co. to sell products there. The U.S.-China Bilateral Aviation Safety Agreement was announced Friday, before President Donald Trump is set to travel to China. Trump will travel to China Nov. 8-10 on a trade mission with representatives from about 40 companies, with executives from Boeing among those tentatively approved to be part of the trip. Each nation will move toward automatic approvals of aircraft designs, manufacturing and equipment, the Federal Aviation Administration said in a press release. It's similar to agreements between the U.S. and Canada, and the U.S. and Europe, which have mature aircraft manufacturing industries. The aviation agreement is part of an effort between the two nations that dates to 2005. Since then, China has consulted extensively with the FAA and adopted much of the U.S. system of aviation regulation. Under the agreement, the FAA and the Civil Aviation Administration of China will recognize the other's regulatory systems for aircraft and parts. The significance of the agreement is more symbolic than concrete as the two nations have been increasingly cooperative on aviation issues for years, yet it's an significant way for U.S. companies to maintain a toehold in one the world's largest aircraft markets, said Richard Aboulafia, an industry analyst with the Teal Group Corp. "This is diplomatically important," Aboulafia said. "It shows that the U.S. takes China's aviation industry seriously and that it regards their civil aviation officials as reliable partners." China went from being an insignificant buyer of airliners in the early 2000s to the world's largest in 2015, he said. The country lost the lead last year, but is expected to remain one of the biggest aircraft markets for decades. The agreement may also help speed international approvals for the first Chinese aircraft designed to compete against single-aisle planes made by Boeing and Airbus SE. State-owned Commercial Aircraft Corp. of China, or Comac, tested its C919 jet in May. The company has orders for 730 planes pending certification from regulators. It's designed to seat as many as 174 people. In July, the company won approval to start mass production of a separate, 90-seat regional jet, the ARJ21. Not only has China seen a rapid growth in its airline and aircraft manufacturing sectors, but it has also had a marked improvement in safety. Nevertheless, Comac is having difficulty marketing its aircraft in North America, Europe and elsewhere because the performance of the plane isn't competitive with existing models, Aboulafia said. https://www.bloomberg.com/news/articles/2017-10-27/u-s-china-reach-agreement-on- streamlined-aircraft-approvals Back to Top Jet Airways Removes 30 'Expensive' Expat Pilots * The airline's Indian pilots had been protesting against alleged favoritism displayed by the firm towards expat employees. Jet Airways has phased out the employment of 30 expatriate pilots since April 2017 in a bid to cut costs and appease Indian employees who complained of "stepmotherly" behavior towards them. The National Aviator's Guild (NAG), its domestic pilots' union, had demanded that foreign pilots be removed as they are treated better and get higher pay. In phasing out the expatriate pilots, the second largest airline in India also bowed to the demands of the NAG that had wanted removal of "expensive" pilots. The airline still has 54 foreign pilots but they too would be removed soon, PTI reported citing a source. Indian pilots had also asked for the removal of expat pilots due to racist incidents, including one in which a foreign pilot turned violent with a trainer earlier this year. The NAG, which consists of 1,044 members, had issued a boycott call then, which was later revoked. "Jet Airways has handed over pink slips to some 40 expat pilots in the last more than six months. However, 10 of them have been hired again. So, in all, 30 foreign pilots have already been sent back home till now. But we want all these expensive pilots to be done away with," the new agency quoted the person as saying. The foreign pilots were commanding the Boeing 737 and ATR fleet. "Today, Jet Airways has an overwhelming majority of Indian pilots with only a small percentage of expatriates, which is in line with DGCA guidelines on FATA, as per which, all airlines are expected to duly justify expatriates recruitment as well have a nationalization plan," the Jet Airways spokesperson told PTI. In August 2017, Jet Airways had unilaterally decided to seek Rs 1 crore bonds from junior pilots, and also told them to sign a 5 to 7 year contract with the airline. They were also told that they would have to take 10 days mandatory off each month that would lead to 30 per cent cut backs on salary. The company has been trying to restructure since they witnessed a 91 per cent decline in net profit due to costlier fuel, lower airfares and weak demand in the Gulf region in the fourth quarter that ended March 31, 2017. They are also planning to reevaluate salaries of senior pilots and sub-lease smaller aircraft to regional airlines. http://littleindia.com/jet-airways-removes-30-expensive-expat-pilots/ Back to Top Transport Canada to cut pilot evaluators, leaving responsibility to airlines * Although government documents suggest the plan is 'low risk,' critics worry about how safety will be affected by the move toward self-regulation. * Up until now, Transport Canada evaluators would test so-called "check pilots", who in turn evaluate the pilots in their own organizations. VANCOUVER-Transport Canada is planning to stop evaluating pilots who perform checks on their counterparts at the country's largest airlines and will instead give the responsibility to the operators, a change critics say erodes oversight and public safety. Documents show Transport Canada made the decision in May when the House of Commons transport committee was reviewing aviation safety and subsequently recommended more on-site inspections generally of the airline industry instead of paper audits. A risk assessment document and an internal letter from Transport Canada's director of national operations for civil aviation were obtained under an access to information request by the Canadian Federal Pilots Association, the bargaining agent for about 450 pilots, most of whom work for the federal government. Transport Canada's evaluators test so-called check pilots for the large airlines, who in turn evaluate the pilots in their own organizations. The letter says the changes will take place April 1 for airlines with planes that fly more than 50 passengers. The accompanying risk assessment acknowledges Canada is moving away from the mainstream practices used in other countries. "It could be argued that Canada's experience and relative maturity with systems-based surveillance will adequately complement this shift of responsibilities ... and therefore mitigate any concerns other states or trade associations may have with response to such a departure from globally accepted practices," the risk-assessment document says. Canada is one of over 190 members of the International Civil Aviation Organization and has agreed to follow its recommended practices, including evaluating pilots twice a year. Greg McConnell, chairman of the pilots association, said the changes are pushing Canada's aviation safety system onto the industry itself. "I think it's very, very important that people understand we are getting closer to self-regulation all the time." he said in an interview. "It's just more cutting, more dismantling of the safety net." The risk assessment says Transport Canada is having a problem hiring and retaining properly qualified inspectors. A spokesperson with the pilots association said none of its inspectors will likely lose their job because of the changes. The documents say transferring the responsibility is a "low risk." Transport Minister Marc Garneau and officials in his department weren't available for an interview. The department says in an email it is focusing its oversight on areas of greater risk. "Data has demonstrated that over the past five years, approved check pilots have had a very low failure rate (less than 0.2 per cent) when being monitored by Transport Canada. The department is confident that approved check pilots are exercising their delegation of authority properly," it says. Conservative MP Kelly Block, a vice-chair on the Commons transport committee, said she's concerned the changes weren't brought to the committee during its study on aviation safety. "When a parliamentary committee is seized with a topic and the department doesn't disclose this kind of relevant information ... I think that's very disturbing." The committee recommended the government establish targets for more on-site safety inspections as opposed to auditing the safety management systems of the airlines. Transport Canada replied to the suggestion earlier this month, saying it recognizes the importance of a mix of systems-based inspections and spot checks. New Democrat MP Robert Aubin, the committee's other vice-chair, said the decision was "curious" because Transport Canada said it was doing more oversight, not less. "I have concerns if the pilots who evaluate their pilots are not evaluated by Transport Canada. We have to have the same standards," he said in an interview. "We have to increase the resources at Transport Canada to make sure we can do that job." Liberal MP Judy Sgro, the committee's chairperson, was not available for an interview. The documents say putting additional inspection burdens on the airlines means extra human and financial tolls on them. Block said the committee heard airlines already operate on tight financial margins and she believes they are just as concerned about safety. "That's what you're left with, is believing that perhaps that (consumer) costs will have to go up in order to ensure that they are operating in a safe environment." WestJet and Air Canada declined to comment on the pending changes. https://www.thestar.com/news/canada/2017/10/29/transport-canada-to-cut-pilot-evaluators- leaving-responsibility-to-airlines.html Back to Top Boeing Begins Production of 777X Aircraft Last week, Boeing celebrated the official kickoff of production of its 777X wide-body jet. The 777X aircraft is a large-sized twin-engine passenger aircraft currently being developed by Boeing as a successor to the existing 777, with plans for its first flight in 2019 and delivery of the first plane in 2020. Boeing's two 777X variants, the 777-8 and 777-9, are designed to carry between 350 and 425 passengers. The new jets are expected to be 20 percent more fuel-efficient. The ceremony brought hundreds of 200 Boeing workers to the company's widebody-jet manufacturing facility in Everett, Wash., where the support structures for the 777X's CFRP composite wings are being assembled. The highlight of the ceremony was when a laser-guided robotic arm drilled a hole into the carbon fiber layer for a 105-foot-long wing spar and its stiffener and installed the first fastener. Meanwhile, in the new wing-fabrication center, an automated fiber- placement machine designed and built by Multikeo, Wash.-based Electroimpact moved along a spar mold by putting down plies of half-inch-wide carbon fiber tape to begin making a spar for the left wing of the test aircraft. "The new 777X is going to launch into a technological era and a performance era that are not used to," said Jason Clark, vice president of 777 and 777X operations, during the ceremony. "It's going to set a new bar for commercial travel." Boeing's Composite Wing Center will support the production of the longest wing Boeing has ever produced. The 777X features lightweight wing design based on a composite spar made of over 400 miles of carbon tape cured in a specially built autoclave. This results in a wingspan of 235 ft. Because the 777X has such a big wingspan, its wingtips have been designed to fold upward so it will fit at an airport gate. Toray's TORAYCA® prepreg has been selected for these main wings. Boeing will source carbon fiber prepreg composite material for the 777X's empennage and floor beams from a new 50/50 joint venture formed last year by Solvay and Abu Dhabi-based Mubadala Development Company. The aircraft will be powered by the GE9X - the world's largest commercial aircraft engine. Last year, the engine completed its initial ground testing. The engine will be in the 100,000-pound thrust class and will include the world's largest front fan (134 inches in diameter), a composite fan case and 16 fourth generation carbon fiber composite fan blades. The engine also features heat-resistant ceramic matrix composite (CMC) inner and outer liners. http://compositesmanufacturingmagazine.com/2017/10/boeing-begins-production-777x-aircraft/ Back to Top Embry-Riddle Dean Sees Fewer, Better-Trained Techs Per Future Aircraft * Average age of technicians currently working is 51 years old. Kenneth Witcher, dean of the college of aeronautics at Embry-Riddle Aeronautical University, predicts the maintenance workforce of the future will have fewer but much better trained employees for each aircraft supported. He believes technology, in design of aircraft and engines, in troubleshooting, scheduling and performing maintenance and in training maintenance workers, will permit a smaller ratio of techs per aircraft-year. But these future techs will have to be able to handle all the new tools and systems. Witcher is hearing from Embry-Riddle's industry advisory board about a major shortfall in aviation techs by 2030, given the average age of 51 years for today's technicians. The possible shortfall is global, not confined to the U.S. or any region. And he is seeing signs that the shortfall is approaching even now, as firms say they have difficulty finding people with the right skills, certifications and even aptitudes for maintenance work. He cites estimates that, even if every maintenance training school were filled to capacity, it would not be enough to close the gap, at least at the current ratio of mechanics per aircraft. The good news is that maintaining that ratio will not be necessary. New aircraft and engines are designed to need less maintenance. Big data and new analytic tools can shift inefficient unscheduled maintenance to more efficient scheduled work, which requires fewer man-hours per repair. Better scheduling systems and better diagnostics should also reduce the MRO burden per aircraft. Witcher says augmented reality tools are already being used in training technicians. He believes they will be used in operations as well. "The maintenance worker will put on a set of glasses, which will display all the technical data and torque sequences," leading to much greater efficiency. The Embry-Riddle Dean is seeing signs that both the maintenance industry and potential maintenance workers understand the leaner but more demanding future or aircraft maintenance. Embry-Riddle's Bachelor of Science degree in maintenance, which at 120 credit hours goes way beyond the core courses needed for certification, has doubled its enrollment from 800 to nearly 1,600 students in six years. Witcher says the university did not plan or seek the rapid increase, it just happened due to the demands of students. Now the university has launched a master's degree focused not on management, but on the technical side or maintenance. The program immediately attracted 60 candidates. "The industry is changing its expectations, it wants more formal education," Witcher says. "Twenty- five years ago, technicians just had to be able to read a technical order and turn a wrench and know some basic theory. Now technicians are managing systems and interpreting diagnostics." http://www.mro-network.com/maintenance-repair-overhaul/embry-riddle-dean-sees-fewer-better- trained-techs-future-aircraft Back to Top SpaceX to launch another used Dragon Capsule to space station LOS ANGELES, Oct. 29 (Xinhua) -- The U.S. National Aeronautics and Space Administration (NASA) is targeting no earlier than December for SpaceX's 13th cargo mission to International Space Station (ISS), using another refurbished Dragon capsule. The uncrewed Dragon that will launch on a Falcon 9 rocket was flown on SpaceX's sixth commercial resupply mission (CRS-6) to station for NASA, which lifted off in April 2015. The capsule came back to the Earth for soft, parachute-aided ocean splashdowns. This is not the first time SpaceX flys a used Dragon. On June 3, a Falcon 9 launched a capsule whose first ISS mission came in September 2014. Such activities are part of company founder and CEO Elon Musk's effort to develop fully and rapidly reusable spaceflight systems, which may revolutionize space exploration by dramatically cutting its cost. The Falcon 9's first stage is reusable as well. The California-based company has successfully landed these boosters 18 times during orbital missions. Most recently on Oct. 11, SpaceX successfully launched the EchoStar 105/SES-11 payload from Launch Complex 39A (LC-39A) at NASA's Kennedy Space Center, Florida. Following stage separation, Falcon 9's first stage successfully landed on the "Of Course I Still Love You" droneship, which is stationed in the Atlantic Ocean. The launch will also mark the return to service of Space Launch Complex 40 at Cape Canaveral Air Force Station in Florida, according to the U.S. space agency. The pad has been out of commission since September 2016, when a SpaceX Falcon 9 rocket exploded there during a routine prelaunch test. The California-based company has been making contracted ISS resupply runs for NASA using Dragon and the Falcon 9 for five years. This is the 13th SpaceX mission under NASA's Commercial Resupply Services contract. In addition to supplies and equipment, Dragon will carry a number of interesting payloads on the upcoming mission to the space station, including a NASA instrument called Total and Spectral Solar Irradiance Sensor, or TSIS-1, which will measure the Sun's energy input to Earth, and a fiber optic payload. Also manifested on this flight is an investigation sponsored by the Center for the Advancement of Science in Space known as Biorasis, Glucose Biosensor, which seeks to improve the accuracy of a wireless medically implantable continuous glucose biosensor for day-to-day diabetes management, said NASA. http://news.xinhuanet.com/english/2017-10/30/c_136713972.htm Back to Top Military and civil-aviation bosses are stepping up their efforts to recruit new pilots * Expensive training and a mandatory retirement age has led to shortfalls FOR MANY people, the Hollywood blockbuster "Top Gun" captures the allure of becoming a pilot. In it, fighter-pilot trainees don aviator sunglasses and flight suits, and zipp about the skies to a soaring 1980s soundtrack. But despite such pop-culture appeal, America's Air Force is struggling to capture the imagination of would-be recruits. This year it will be short of around 900 new airmen. To counter this, the Air Force is stepping up its efforts to recruit new cadets. This month they introduced a $35,000 signing-on bonus for newly hired military airmen, the first new incentive of its kind since 1999. Commercial carriers, too, are trying to entice more newcomers with better financial rewards. The average pay for new pilots in that sector has nearly tripled from $20,000 to $59,000 in the past three years. One of the main barriers for would-be pilots is training. To become a pilot requires an investment of $200,000, often more than student loans will cover. In addition trainees are required by law to fly 1,500 hours before being hired by a commercial airline. This delays the moment of fully paid employment and is another cost that student loans do not finance. The shortfall is most severely felt by regional carriers which experienced a steep hiring drop between 2014 and 2016. Another part of the problem is that an ageing workforce is coupled with a mandatory retirement age. Over the next ten years, 42% of civil-aviation pilots will have to retire at 65. Boeing estimates that 117,000 new pilots will have to be hired to offset this and accommodate the future growth of the industry. Pilot shortfalls are already having an effect, particularly on regional carriers. Short-distance flights operated by regional airlines are often more expensive than longer routes run by well-staffed major carriers. For example, a quick check of flight prices shows that a five-hour trip from Seattle to New York is only $30 more expensive than a 50-minute jaunt from Seattle to Bellingham in Washington. More concerning, however, are the increased service disruptions. Between 2013 and 2016, 23% of all American airports experienced a reduction of scheduled services of at least 20%, according to figures from OAG, a data provider. Much of this is because of pilot shortages, argues the Regional Airline Association, a trade group. Though the largest carriers have been less disrupted, regional airlines have been forced to cut flights to more-remote destinations. Military leaders and commercial-airline bosses are already lobbying congress to alter the rules that govern flying. High on their wishlist are changes like student loans tailored for those pursuing a career in aviation and easier ways for pilots to clock up more flying hours. In the past being a pilot was considered a glamorous job. Though some of that appeal still lingers, today public policymakers just need to focus on making it financially feasible. https://www.economist.com/blogs/gulliver/2017/10/flyer-hires Back to Top New HFACS workshop Las Vegas, NV December 12th & 13th, 2017 HFACS, Inc. offers professional development training on our innovative HFACS/HFIX methodologies. Our intensive, two-day workshops teach updated cutting-edge techniques to help your organization identify the causes of errors and develop preventative measures to lower your risk and improve performance. You have been included in our new email database as we begin using this important tool for communication on upcoming workshops as well as being the first to hear about any special offers. Please forward this to any interested co-workers so they may also stay How to register: To register visit hfacs.com or call 800-320-0833 or email dnlmccnn@gmail.com or info@hfacs.com Attendees of the workshop will learn how to: * Integrate human factors and system safety concepts into the root cause analysis (RCA) process * Utilize the Human Factors Analysis & Classification System (HFACS®) to identify systemic causes of human error during accidents, incidents, and/or near misses. * Integrate HFACS into traditional RCA tools like the fishbone diagram, fault trees, and link analysis using HFACS * Implement the Human Factors Intervention matriX (HFIX®) to develop innovative corrective action programs Develop a human error database and tracking system for monitoring and evaluating performance improvement efforts All attendees of the workshop will receive: * HFACS-RCA Handbook (including HFACS Interview Guide & HFACS/HFIX Checklists) * Complimentary Associate HFACS Professional (AHP) Certification * Opportunity to join the largest Listserv catering to human factors accident investigation and error management Already attended a 2-day workshop? Don't miss out on our special offers! * Our workshops have been updated to feature the newest information * If you have already attended our 2-day HFACS course, don't miss out on the opportunity to attend another workshop as a "refresher" for a discounted rate of $200 * Or bring a full-paying customer with you and receive free refresher course registration * For any additional questions and information, contact info@hfacs.com or call 800-320-0833 PHD GRADUATE RESEARCH SURVEY REQUEST International airline pilot and 38-year veteran of flying, Karlene Petitt, has instructed pilots on Boeing aircraft for over 21 years, and holds type ratings on A330, B747-400, B747-200, B767, B757, B737, and B727. She is working on her PHD in Aviation with a focus on safety at Embry- Riddle Aeronautical University. Petitt is researching the impact of training, aircraft understanding, safety culture, aviation passion, and manual flight tendencies, to better understand the impact on performance. If the pilot is always blamed for errors, the underlying factors may never be identified. The survey will take approximately 10-15 minutes and is anonymous. If you fly for a commercial operation, with a two (or more) person crew (corporate, charter, or airline) please visit http://petittaviationresearch.com to learn more and access the link to the survey that can be found at the bottom of the page. Thank you!!! Karlene Petitt MBA. MHS. Doctoral Candidate Aviation ERAU Typed: A330, B747-400, B747-200, B767, B757, B737, B727 http://karlenepetitt.blogspot.com 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 Curt Lewis